3 Special Craft 3 Yachts and Boats up to 24 M Edition 2003

Rules for Classification and Construction I Ship Technology

3 Special Craft

3 Yachts and Boats up to 24 m

Edition 2003

The following Rules come into force on October 1st, 2003

Alterations to the preceding Edition are marked by beams at the text margin.

Germanischer Lloyd Aktiengesellschaft

Head Office Vorsetzen 35, 20459 Hamburg, Germany Phone: +49 40 36149-0 Fax: +49 40 36149-200 [email protected]

www.gl-group.com

"General Terms and Conditions" of the respective latest edition will be applicable (see Rules for Classification and Construction, I - Ship Technology, Part 0 - Classification and Surveys).

Reproduction by printing or photostatic means is only permissible with the consent of Germanischer Lloyd Aktiengesellschaft.

Published by: Germanischer Lloyd Aktiengesellschaft, Hamburg Printed by: Gebrüder Braasch GmbH, Hamburg I - Part 3 Table of Contents Chapter 3 GL 2003 Page 3

Table of Contents

Section 1 Hull Structures A. General Rules for the Hull ...... 1- 1 B. Glass Fibre Reinforced Plastic Hulls ...... 1- 15 C. Advanced Composite Structures ...... 1- 38 D. Wooden Hulls ...... 1- 41 E. Cold-Moulded Wood Construction ...... 1- 67 F. Metal Hulls ...... 1- 71 G. Anchoring, Towing and Warping Gear ...... 1- 85

Section 2 Mast and Rig A. General ...... 2- 1 B. Basis for Calculation ...... 2- 1 C. Assessment Criteria ...... 2- 2 D. Construction Notes and Chainplates ...... 2- 2

Section 3 Machinery Installations A. General Rules and Notes ...... 3- 1 B. Internal Combustion Engines ...... 3- 3 C. Propeller Shafts, Propellers, Gearing, Couplings ...... 3- 4 D. Storage of Liquid Fuels ...... 3- 7 E. Piping, Fittings, Pumps ...... 3- 8 F. Cooking, Baking and Heating Appliances ...... 3- 12 G. Fire Extinguishing Equipment ...... 3- 12 H. Steering Gear ...... 3- 14 I. Anchor Windlasses ...... 3- 15 J. Operating Instructions, Tools, Spare Parts ...... 3- 16

Section 4 Electrical Installations A. General ...... 4- 1 B. Approval Documentation ...... 4- 1 C. Protective Measures ...... 4- 1 D. Electrical Machinery ...... 4- 2 E. Storage Batteries ...... 4- 2 F. Distribution Systems ...... 4- 4 G. Spares ...... 4- 6

Section 5 Safety Requirements A. Technical Requirements for Ship Safety ...... 5- 1 B. Fire Protection ...... 5- 5 C. Stability ...... 5- 6 Chapter 3 Table of Contents I - Part 3 Page 4 GL 2003

Annex A Series Construction Supervision of Pleasure Craft A. General ...... A- 1 B. Approval of Manufacturer ...... A- 1 C. Series Construction Supervision ...... A- 2 D. Identification, Documentation ...... A- 2 E. Documentation for Approval ...... A- 3

Annex B Requirements for FRP Materials and Production A. Definitions ...... B- 1 B. Materials ...... B- 1 C. Approval of Materials ...... B- 3 D. Requirements Regarding Manufacturing Equipment ...... B- 3 E. Regulations for Processing ...... B- 4 F. Manufacturing Surveillance ...... B- 6

Annex C Excerpts from the Rules for Materials A. General ...... C- 1 B. Steels and Non-Ferrous Metals ...... C- 1 C. Wood and Timber Products ...... C- 6 D. Testing Materials ...... C- 6

Annex D Excerpt from the Rules for Welding A. General Rules ...... D- 1 B. Manufacturing Prerequisites, Proof of Qualification ...... D- 2 C. Design and Dimensioning of the Welded Joints ...... D- 2 D. Making and Testing the Welded Joints ...... D- 6

Annex E Workboats, Conversion Formulae A. Conversion Formulae ...... E- 1

Annex F Notes and Tables A. Lightning Protection ...... F- 1 B. Example ...... F- 9

Annex G Cabins and Accommodation A. General ...... G- 1 B. Cabins ...... G- 1 C. Accommodation ...... G- 1 D. Ventilation ...... G- 1

Annex H Number of Persons and Freeboard A. Permissible Number of Persons ...... H- 1 B. Freeboard ...... H- 1 I - Part 3 Section 1 A Hull Structures Chapter 3 GL 2003 Page 1–1

Section 1

Hull Structures

A. General Rules for the Hull – watertight bulkheads – tanks, masts and standing rigging 1. General, definitions – keelbolts 1.1 Application 1.2.2.2 The operating category of a pleasure craft to These rules apply to pleasure craft of length L from 6 be classified may be restricted if closures according to to 24 m and provided that the pleasure craft classed Section 5, A. do not meet the requirements of the and approved in accordance therewith are at all times operating category applied for. employed exclusively under the conditions for which they have been designed, constructed and approved 1.3 Equivalence and that they are in the sense of good seamanship correctly handled and equipped and operated at a Pleasure craft of unusual type or which partly deviate speed adopted to the respective seaway conditions. from the construction rules may be assigned a class certificate if their structural members are considered Commercial vessels according to 1.10.3 may also be equivalent to those for this class. dimensioned to these rules taken certain add-on factors into account. 1.4 Accessibility 1.2 Operating categories Hull equipment components such as sea cocks, through-hull fittings and connected pipelines shall be 1.2.1 The scantlings of hull primary structural accessible for inspection and maintenance. members apply to operating category I without restric- tion. Inside the craft, good air circulation shall be ensured.

Note 1.5 Definitions Definitions of Operating Categories I, II, III, IV and V 1.5.1 Principal dimensions see "Rules for Classification and Construction, I - Ship Technology, Part O – Classification and Sur- Unless otherwise indicated, the following dimensions veys, Section 2, F.2.2". are to be substituted in the calculation formulae of the following sections with the dimensions in [m]. (For 1.2.2 Restricted operating categories full detail see ISO 8666).

1.2.2.1 For craft intended to be classified only for 1.5.1.1 Length of the hull LH one of the restricted operating categories II, III, IV and The length L in [m] of the hull is the horizontal dis- V the governing scantlings of the primary structural H members of the hull may be reduced as follows: tance between the foremost and the aftermost part of the craft. The length includes structural and integral parts of the craft. Operating Category II: by 5 % 1.5.1.2 Waterline length LWL Operating Category III: by 10 % The waterline length in [m] is the distance between the Operating Category IV, V: by 15 % foremost and the aftermost intersections of the hull with the flotation plane.

The reductions are effected by appropriate reduction 1.5.1.3 Scantling length L factors to the design loads. Excluded from the reduction of the scantlings according to the regulations are: The scantling length is determined as follows:

– rudders LL+ L = HWL[]m – propeller brackets 2 Chapter 3 Section 1 A Hull Structures I - Part 3 Page 1–2 GL 2003

Fig. 1.1

1.5.1.4 Beam B b F The beam B in [m] is the maximum breadth of the 1

H CWL craft measured from one shell outer edge to the other, H disregarding any rubbing strakes etc. T k 1.5.1.5 Depth H H 1 H = H + H 1 6 k The depth H in [m] is the vertical distance between the canoe body bottom and the top edge of the deck,

measured at the side of the craft halfway along LWL, b F as in Figs. 1.1 and 1.2. CWL 1 H H

1.5.1.6 Depth H1 T k H 1 The depth H1 in [m] is the depth H increased by 1/6 of H = H + H 1 6 k the depth Hk of the keel, measured at the side of the craft halfway along LWL, as in Figs. 1.1 and 1.2. b

B F 1.5.1.7 Depth Hk of the keel 4 CWL 1 H H The depth of the keel in [m] is the distance measured amidships from the bottom edge of the keel to the lowest point of the hull, as in Figs. 1.1 and 1.2. T k H

1.5.1.8 Draught T 1 H = H + H 1 6 k The draught T in [m] is the vertical distance, measured halfway along LWL, between the flotation plane of the craft in the ready to operate condition and the bottom edge of the keel. Fig. 1.2 I - Part 3 Section 1 A Hull Structures Chapter 3 GL 2003 Page 1–3

1.5.1.9 Freeboard Fb 1.5.5.4 Sailing yacht In the case of open or partially-decked craft, the free- Decked craft with cabin, fixed engine installation and board is the minimum distance between the flotation ballast keel. plane and the upper edge of the gunwale or an opening 1.5.5.5 Motor boat in the hull without a watertight closure. For decked craft the freeboard is to be measured to the upper edge Open or partially-decked boat propelled by outboard of the deck at its lowest point. motors or fixed engines. 1.5.1.10 Frame spacing a 1.5.5.6 Motor yacht The spacing a in [m] of longitudinal and transverse Decked craft with cabin and fixed engine installation. frames is measured from moulding edge to moulding 1.5.5.7 Motorsailer edge. Decked craft with cabin, sail rig and fixed engine 1.5.2 Speed v installation, suitable for main propulsion.

The speed v is the expected maximum speed in knots 1.6 Materials [kn] of the craft in the ready to operate condition in smooth water. The materials of the structural members shall comply with the Rules for Classification and Construction, II – 1.5.3 Displacement D Materials and Welding, Part 1 – 3, excerpts of which are listed in Annex B, C, and D. Materials The displacement weight D in [t] is the weight of the with qualities differing from these regulations may be craft in the ready to operate condition, corresponding used only if specifically approved. to the sum of the lightweight and the deadweight.

DV=⋅ρ 1.7 Submission of documents 1.7.1 To ensure conformity with the regulations, ρ = density of the displaced water [t/m3] drawings and documents in triplicate are to be submit- V = immersed volume up to line of flotation [m3] ted which clearly show the arrangement and scantlings of the components plus their material designations. 1.5.4 Distinction of vessels (tightness) For the scope see Form F 146 in Annex F. 1.5.4.1 Open craft Other data which appear to be necessary, e.g. strength Craft without any deck, max. permissible operating calculations, may be requested by GL. category: V. Deviations from the approved construction drawings require approval before work commences. 1.5.4.2 Partially-decked craft Craft with a foredeck whose length is at least 0,33 L 1.7.2 Survey during construction will be based on and an after deck, otherwise open. Permissible operat- the approved documentation which shall have been ing categories: IV and V. submitted before manufacturing starts.

1.5.4.3 Decked craft 1.8 Programmed construction rules GL-Yacht Craft with a continuous watertight deck from stern to For the dimensioning rules of the hull, an interactive stem, possibly interrupted by a self-bailing cockpit. computer program is available from Germanischer Permissible operating categories I – V. Lloyd. The program comprises of rules for hull of GRP, metallic material as well as cold-moulded wood 1.5.5 Types of vessels laminates. It permits rapid dimensioning in accordance with the Germanischer Lloyd's rules and may be used 1.5.5.1 Sailing dinghy for the optimisation of structures. Sailing boat without a ballast keel, without cabin. 1.9 Basic principles for load determination 1.5.5.2 Cruising centreboarder Sailing boat with cabin, but without ballast keel. 1.9.1 General A. contains data concerning the design loads for the 1.5.5.3 Keel boat scantling determination of pleasure craft hull accord- Sailing boat with ballast keel (with or without cabin). ing to the dimensioning formulae of B., E. and F. Chapter 3 Section 1 A Hull Structures I - Part 3 Page 1–4 GL 2003

1.9.2 Hull loadings

Table 1.1

Motor craft Sailing craft and motorsailers Hull area Design loading [kN/m2]

Shell bottom PdBM PdBS ≥ 0,4 L ÷ fore 2,7 L + 3,29 3,29 L – 1,41 < 0,4 L ÷ aft 2,16 L + 2,63 2,63 L – 1,13

Shell side PdSM PdSS ≥ 0,4 L ÷ fore 1,88 L + 1,76 2,06 L – 2,94 < 0,4 L ÷ aft 1,5 L + 1,41 1,65 L – 2,35

1.9.3 Correction factors for speed

Table 1.2

Loading area Correction factor

v Shell bottom FVB =⋅ 0,34 + 0,355 ≥ 1,0 LWL

⎛⎞v F=⋅+⎜⎟ 0,024 0,91 1,018 − 0,0024L ≥ 1,0 Shell side VS ⎜⎟() ⎝⎠LWL

⎛⎞v Internal structural members F0,780,481,3350,011,0=⋅⎜⎟ −() −L ≥ Floors VF ⎜⎟ ⎝⎠LWL

Web frame at CL FVBW v =⋅0,075 +> 0,73 1,0 Bottom longitudinal frames F VL LWL

Transverse frames FVSF ⎛⎞v =⋅⎜⎟0,1 + 0,52() 1,19 − 0,01L > 1,0 Webs at side ⎜⎟ FVSW ⎝⎠LWL

⎛⎞v F=⋅⎜⎟ 0,14 + 0,47 1,07 − 0,008L > 1,0 Side longitudinal frames VSL ⎜⎟() ⎝⎠LWL

4 LWL and v see 1.5: v12knmax =⋅L []

I - Part 3 Section 1 A Hull Structures Chapter 3 GL 2003 Page 1–5

1.9.4 Deck and superstructure loadings

Table 1.3

Sailing- and motor craft 3 Area 2 Design loads PdD [kN/m ]

Main deck 0,26 L + 8,24 deck 1 0,235 L + 7,42 Cabins h ≤ 0,5 m wall 0,26 L + 8,24 deck 1, 2 (0,235 L + 7,42) (1 – h'/10) Deckhouses h > 0,5 m side wall 2 (0,26 L + 8,24) (1 – h'/10) front wall 1,25 (0,26 L + 8,24) (1 – h'/10)

1 2 Minimum load for non-walk-on cabin decks PdD min = 4,0 [kN/m ] 2 h' = 0,5 ⋅ h (h = superstructure height above main deck) 3 In the case of special-purpose craft such as fishing craft, the deck load may have to be corrected as appropriate for additional loads present.

1.10 General principles for scantling determi- 1.10.3 Scantling determination for the following nation commercial craft – fishing craft of GRP 1.10.1 The scantlings of structural members and components are to be determined by direct calculation – workboats of GRP or metallic material if the craft is of unusual design or shape, or has un- is carried out with the aid of add-on factors for plate usual proportions, or if thickness and section moduli see B. (GRP) and F. (metal hull). – the speed v exceeds 35 knots or v −≥if 10,8 or 2. Bulkheads LWL 2.1 Arrangement of bulkheads 2 −>D 0,094()L − 15,8 2.1.1 Collision bulkhead It is recommended that each pleasure craft be fitted and at the same time with a collision bulkhead. Motor yachts with a length L exceeding 17 m and sailing yachts/motorsailers with v > 3, 6 a length L exceeding 20 m shall have a collision bulk- LWL head. Collision bulkheads shall be extended up to the weather deck. – materials are intended to be used other than those listed in Rules for Classification and Con- 2.1.2 Other bulkheads and subdivisions struction, II – Materials and Welding. Excerpts 2.1.2.1 Motor yachts whose length L exceeds 17 m from these are listed in Annex B and C. shall have watertight and fire-retardant bulkheads between the engine compartment(s) and other spaces. 1.10.2 Hull of yachts intended for training or charter This also applies to sailing yachts and motorsailers and strengthened on application by the owner or the whose length L exceeds 20 m. If these bulkheads building yard are assigned the type designation 'Train- cannot be extended up to the main deck, approval of ing sailing/motor yacht' or 'Charter sailing/motor equivalent technical solutions may be considered. If yacht' in their classification certificate. accommodation spaces are arranged above the engine Chapter 3 Section 1 A Hull Structures I - Part 3 Page 1–6 GL 2003

compartment, the deck in this area shall be tight 2.2.3 Watertight bulkheads (except for collision enough to prevent penetration by any gases or vapours bulkheads) may have watertight trap doors or sliding from the engine compartment. doors. The door openings are to have rigid frames. The doors shall fit neatly to guarantee proper sealing. For smaller craft, engine compartment bulkheads The doors shall be of proven design and capable of corresponding to the above requirements are recom- withstanding a water pressure up to the deck top edge mended as far as practicable. from either side. The doors shall have rubber seals and at least 4 clips, or other proven means of closure 2.1.2.2 Pleasure craft with petrol engines shall have which ensures adequate sealing pressure. The clips gastight bulkheads between engine compartment(s) and means of closure must be operable from both and the adjoining spaces, and independent supply and sides of the bulkhead. The door hinges shall have exhaust ventilation fitted to these compartments. Mo- elongated holes. tor-driven fans must be ignition protected. 2.2.4 If cables, pipelines, etc. are passing through watertight bulkheads, this shall not impair their me- Petrol tanks shall be arranged in a space separate from chanical strength, watertightness and fire resistance. all other spaces by gastight bulkheads and shall be ventilated overboard. Exceptionally, in the case of 2.2.5 Fireproof cable glands (including the sealing small yachts where this arrangement of the petrol compound) shall be of non-combustible material. tanks is not practicable because of lack of space, fitting of the intermediate bulkheads may be dispensed 3. Rudder and steering arrangements with. 3.1 General

3.1.1 Each pleasure craft shall be fitted with rudder and steering arrangements which provide adequate manoeuvrability.

3.1.2 The rudder- and steering arrangement comprises of all components necessary for manoeuvring the craft, from the rudder and the rudder operating gear to the steering position.

3.1.3 Rudder- and steering equipment shall be so arranged that checks and performance tests of all components are possible.

3.2 Rudder force and torsional moment

3.2.1 Rudder force The rudder force to be used for determining the component scantlings is to be calculated in accordance with the following formula:

2 CCANR12H=κ⋅κ⋅ ⋅v0 ⋅ []

2.1.2.3 It is recommended that the stern tube be in- A = total surface area of rudder without that of 2 stalled in a watertight compartment. skeg, in [m ] e.g. A = A1 + A2.

v0 = highest anticipated speed of the craft in knots 2.2 Openings in bulkheads [kn]

2.2.1 Type and arrangement of doors, manholes, v0min = 3 ⋅ LWL for sailing boats, sailing yachts etc. in watertight bulkheads are subject to approval. [kn]

= 2, 4 ⋅ L for motorsailers and motor 2.2.2 The collision bulkhead shall not have any WL openings below deck. In small boats, manholes may yachts [kn] be fitted if it is not practicable to provide an access 4 from the deck. A pipe for draining the forepeak may v0max = 12 ⋅ L pass through the bulkhead if there is a shut-off device immediately at the bulkhead. LWL = in accordance with 1.5 in [m] I - Part 3 Section 1 A Hull Structures Chapter 3 GL 2003 Page 1–7

κ1 = factor depending on aspect ratio of the effec- 3.2.2 Torsional moment tive rudder surface area A0 The torsional moment to be transmitted by the rudder operating gear is to be calculated in accordance with b2 the following formula: Λ = A0 QCrNmRR=⋅[ ] b = mean height of rudder surface in [m] r = xc – f [m], if the axis of rotation lies within 2 the rudder A0 = effective rudder surface [m ] = xc + f [m], if the axis of rotation is forward = rudder surface plus effective part of skeg of the rudder surface in accordance with Figs. 1.4 and 1.7 xc, f, rmin in [m] dependent on the type of rudder as in Table 1.4 Figs. 1.3, 1.4, 1.5, 1.6 and 1.7.

Λ κ1

0,50 0,66 xc = 0,3 · c A1 1

0,75 0,83 t f r = 0,10 · c 1,00 1,00 min b 1,25 1,12 A x c=1 c s 1,50 1,21 b t c 1,75 1,29 A0 = A1 2,00 1,36

2,25 1,41 Fig. 1.3 2,50 1,45 2,75 1,48 3,00 1,50 xc = 0,5 · c 3,25 1,52 A1 A3 3,50 1,53 A1 1

für ³ 2,0 f t A3

κ2 = factor, depending on type of craft b r = 0,05 · c min xc s t Table 1.5 A + A c=1 3 b Type of craft CH κ2 c A0 = A1 + A3 Sailing dinghies Cruising centreboarders Fig. 1.4 Motor boats 1,20 Motor yachts Sailing yachts with flat afterbody 93 1 xc = 0,25 · c = r A1 A 1

Motorsailers 1,10 t für 1 < 2,0 A A3 Keel boats 3 b rmin = 0,05 · c Keel and centreboard yachts 1,00 x s c A t c = 1 Sailing yachts b

Fishing craft A0 = A1 132 1,20 Workboat c

1 for craft L > 20 m CH = 100 Fig. 1.5

Chapter 3 Section 1 A Hull Structures I - Part 3 Page 1–8 GL 2003

For rudders according to Fig. 1.7 xc = 0,3 · c A2 2 2 c 4 ⎛⎞At22⎛⎞ r = 0,1 · c 2 6 min t κ3 =⋅⎜⎟ ⋅⎜⎟ +1 3A⎝⎠12+ A⎝⎠ r

A b c=2 b f For rudders according to Figs. 1.3, 1.4, 1.5 and 1.7 s t x c κ = 1,0 if there is proof that the rudder stock is A0 = A2 3 not subject to bending moments.

Fig. 1.6 The rudder stock diameter Dv thus determined is to be maintained for at least 0,1 the distance between the lower main bearing and the next higher bearing above the lower bearing. The diameter may then be reduced to the diameter Dt necessary for the transmission of b1 A 1 A 1 the torque at the tiller. Halfway along the shaft, the x = c 0,2 · + 0,3 3 t c b

1 diameter may not be less than b xc b1 f r = c 0,1 - 0,05 · DDvt+ min b b D1,15mm=⋅[] m 2 2 A + A + A c t c = 1 2 3 s

b t for spade rudders according to Fig. 1.6; A2

A = A + A + A DDvt+ 0 1 2 3 D1,0mm=⋅[] m 2 Fig. 1.7 for rudders according to Figs. 1.3, 1.4, 1.5 and 1.7. 3.3 Scantlings of the rudder arrangement The diameter necessary for transmission of the torque 3.3.1 Rudder stock from the emergency tiller shall not be less than 0,9 ⋅ Dt. The rudder stock diameter required for transmission of the torsional moment shall not be less than: Where the rudder stock enters the top of the rudder body it shall have the rule diameter Dv for at least 0,1 3 D3,8kQmmtR=⋅[ ] of its length; the diameter may then be reduced line- arly towards the lower end. k = material factor according to F.3.3 Tubular rudder stocks shall have the same section Depending on their type of support, rudder stocks modulus as solid stocks. The relation between the must additionally carry bending moments and are to diameters of the tubular rudder stock can be calculated be reinforced in accordance with the following for- from the following formula: mula: DD4 − 4 3 a i DDvt3=⋅κ[] mm Dv = Da κ = factor depending on the type of rudder and 3 D = outer diameter of the tubular stock [mm] support of rudder stock a For rudders according to Figs. 1.3, 1.4 and 1.5 Di = inner diameter of the tubular stock [mm]

2 The minimum wall thickness of the tubular stock shall 6 1 ⎛⎞t1 κ=3 ⋅⎜⎟ +1 not be less than: 12⎝⎠ r t0,1Dmm=⋅[ ] For rudders according to Fig. 1.6 (spade rudder) min a The stock is to be secured against axial movement. 2 The amount of permissible axial play depends on the 6 4 ⎛⎞t2 κ=3 ⋅⎜⎟ +1 design of the steering gear and the supporting ar- 3r⎝⎠ rangements. I - Part 3 Section 1 A Hull Structures Chapter 3 GL 2003 Page 1–9

3.3.2 Rudder couplings 3.3.3 Rudder construction Design of the couplings must be such that they are Rudder bodies may be made from FRP, steel or other capable of transmitting the full torque applied by the metallic and non-metallic material. The body is to rudder stock. have horizontal and vertical stiffening members, to make it capable of withstanding bending- and tor- 3.3.2.1 Horizontal couplings sional loads. Proof of adequate strength, either by The diameter of the coupling bolts shall not be less calculation or by a performance test on the prototype, than is required. The rudder scantlings of the plating is to be as for shell bottom plating.

235 d d0,65D=⋅v [] mm 0 RneH ⋅ insulation

Dv = shaft diameter according to 3.3.1 in [mm] covering, coating n = number of coupling bolts the minimum num- seal/insulation ber of coupling bolts is 6 R = yield strength of the bolt material in [N/mm2]. eH dm The yield strength of the coupling bolt mate- du rial shall not be less than 235 N/mm2. Material with a yield strength above 650 N/mm2 shall not be used. locking plate for nut The distance of the axis of the coupling bolts from the edges of the coupling flange shall not be less 1,2 times Fig. 1.8 the bolt diameter. Where horizontal couplings are used at least two bolts must be forward of the shaft axis. 3.3.4 Stoppers The coupling bolts are to be fitted. Nuts and bolts are The travel of the rudder quadrant or the tiller is to be to be securely fastened against inadvertent slacking- limited in both directions by stoppers. The stoppers back, e.g. by tab washers in accordance with DIN 432. and their attachments to the hull are to be made so The thickness of the coupling flange is to be deter- strong that the yield strength of the material used is mined in accordance with the above "Formula for the not exceeded when the rudder stock reaches its yield bending moment. coupling bolt diameter". For ReH, the yield strength of the coupling flange material used is to be inserted. In 3.3.5 Rudder heels order to reduce the load on the bolts, the coupling flanges are to be provided with a fitting key in accor- Rudder heels of semi balanced rudders and skegs dance with DIN 6885. according to Fig. 1.4, and sole pieces according to Fig. 1.9 shall be designed at the hull intersection in a way The key may be omitted if the coupling bolt diameter which ensures the moments and transverse forces is increased by 10 %. arising to be transmitted without any problem. The coupling flanges are either to be forged onto the rudder stock or welded to a collar headed onto the 3.3.5.1 The section modulus of the sole piece about the z-axis shall not be less than: stock. The collar diameter shall be 1,1 Dv (at least Dv + 10 mm) and its thickness shall be at least equal Bxk1 ⋅⋅ 3 to that of the flange. Wcm= ⎡⎤ z 80 ⎣⎦ 3.3.2.2 Conical couplings B1 = reaction of support in [N] Conical couplings without any special arrangement for tightening or undoing them are to be in the form of a Where the rudder is supported both ends the support reaction without taking into account cone k ≅ 1 : 8 to 1 : 12, as shown in Fig. 1.8: the elasticity of the sole piece is B1 = CR/2. dd0u− x = distance of the respective cross-section from kk = A the rudder axis in [m]; no value less than x = 0,5 m may be inserted. The coupling surfaces must be a perfect fit. Nut and min pintle are to be reliably secured against unintentional xmax = e slacking-back. The coupling between shaft and rudder is to have a fitting key. k = material factor according to F.3.3 Chapter 3 Section 1 A Hull Structures I - Part 3 Page 1–10 GL 2003

3.3.5.2 The section modulus relative to the y-axis Rudders with bearing in sole piece/skeg: shall not be less than: Ct⋅ – where there is no rudder post or rudder stock Bearing force BN= R2[] 1 a Wz Wy = Ct⋅ 2 Bearing force BN= R1[] 2 a – where there is a rudder post or rudder stock

W B2 W = z y 3

3.3.5.3 The cross-sectional area at x = e shall not be less than: B1 B Akmm= 1 ⎡⎤2 s 48 ⎣⎦ ta

3.3.5.4 The equivalent stress from bending plus shear CR within the length e shall in no position be more than: Ü

115 σ= σ+τ=2 3Nmm22⎡⎤ v b k ⎣⎦

Bx⋅ σ= 1 ⎡⎤Nmm2 b ⎣⎦ Fig. 1.10 Spade rudder Wz B τ= 1 ⎡⎤Nmm2 Bearings of spade rudders: ⎣⎦ As Bearing force BBCN=+ [] 3.3.6 Rudder bearings 12R The rudder force C shall be distributed between the Ct⋅ R Bearing force BN= R [] individual bearings according to the vertical position 2 a of the rudder's geometric centre of gravity. The forces on the bearings are to be calculated as follows: B2

B2 a

B1 2 t Þ t a C R Ü

1 C t R

x e Fig. 1.11 Semi spade rudder

b Bearings of semi spade rudders: z y y Bearing force BBCN=+ h 12R[] z CtR ⋅ Bearing force BN2 = [] Fig. 1.9 a I - Part 3 Section 1 A Hull Structures Chapter 3 GL 2003 Page 1–11

The mean surface pressure in the bearings shall not 3.4 Tiller and quadrant exceed the following values: If the hub of tiller or quadrant is shrunk onto the rudder stock or designed as a split hub or conical connec- Table 1.6 tion, this connection is to be additionally secured by a fitting key. The hub external diameter may not be less Bearing material p [N/mm2] than: PTFE 2,5 d1,9Dkmm=⋅t [] PA 5,0 PI Split hubs must have at least two bolts on each side of bronze the stock, whose total root diameter shall not be less than: steel 7,0 Thordon XL D 3 f0,2210cm=⋅t −22⎡⎤ ⎣⎦ Trade names (selection): e

PTFE Dt = rudder stock diameter in [mm] according to (polytetrafluoroethylene): Fluon, Hostaflon TF, 3.3.1 Teflon e = distance of bolt axis from stock centreline in PA (polyamide): Degamid, Ultramid B, [mm] Durethan, Rilsan, Vestamid, Trogamid The arms of tiller and quadrant are to be so dimen- PI (polyimide): Kapton, Vespel sioned that the equivalent stress from bending plus

shear does not exceed 0,35 × times the material yield strength. The mean surface pressure is to be determined as follows: 3.5 Cable-operated steering gear P p = ⎡⎤Nmm2 dh⋅ ⎣⎦ The minimum breaking strength of the steering cables shall not be less than P = bearing force (B1 or B2) in [N] Q4⋅ PN= R [] d = bearing diameter in [mm] s e' h = bearing height in [mm] QR = torsional moment according to 3.2.2 [Nm] The bearing height shall be at least 1,2 ⋅ d. e' = distance of cable lead from rudder stock cen- 3.3.7 Rudder tube treline [m] Rudder tubes are to be strong enough to withstand the The make of cables used is to be 6 × 19 DIN 3060 or loads which arise. They are to be adequately supported equivalent. longitudinally and transversely and connected to the longitudinal and transverse structural members. 3.6 Emergency steering gear The minimum thickness S of the tube wall is to be Mechanical or hydraulic rudder operating gear must determined according to the following formula: be provided with emergency steering gear as a back up. for metallic materials: Emergency tillers must be operable from the open S0,9=⋅L k deck unless there is a non-powered means of commu- WL nication between the bridge steering position and the LWL in [m]. rudder compartment. Fibre-reinforced plastic rudder tubes shall be of the To allow the emergency tiller to be connected, the same strength as the shell bottom laminate. rudder stock is at the top end to be provided with a square of the following dimensions: The tube is to extend up through the hull to the deck, or a stuffing box is to be fitted above the flotation width across flats = 0,87 Dt plane of the craft in the ready to operate condition. height = 0,80 Dt Hoses or hose-type sleeves of suitable material may be used 200 mm above the flotation plane. Dt according to 3.3.1. Chapter 3 Section 1 A Hull Structures I - Part 3 Page 1–12 GL 2003

For dimensioning the emergency tiller and its compo- with the following dynamic loads: The pulsating force nents, the torsional moment QR according to 3.2.2 which arises assuming loss of one propeller blade and reduced by 25 % is to be used as a basis. a propeller rotational speed of 0,75 × nominal rpm is to be determined. In these circumstances the following bending stress is not to be exceeded: 4. Propeller brackets

2 4.1 Double arm brackets σdzul = 0,4 ⋅ ReH for ReH = 235 N/mm The scantlings of full double arm propeller brackets of 2 ordinary hull structural steel, based on the shaft di- = 0,35 ReH for ReH = 335 N/mm ameter d are as follows: strut thickness = 0,40 dp [mm] ReH = yield strength of the material used in [N/mm2] 2 2 strut cross-sectional area = 0,40 dp [mm ] each arm 4.3 Propeller bracket attachment length of boss = 2,70 dp [mm] boss wall thickness = 0,25 dp [mm] 4.3.1 Screw connection of propeller bracket arms dp = diameter [mm] of propeller shaft of non- stainless steel in accordance with Section 3, C.6.1 The propeller brackets are to be carefully and directly fastened to floors and longitudinal bearers by means The scantlings apply to an arm length L' = 11 ⋅ dp. For of flanges. The shell is to be reinforced in this area. longer arms, the cross-sectional areas are to be increased in proportion with the length. Number and diameter of screws of single-arm propeller brackets are to be taken from the following Table: 4.2 Single arm propeller brackets The section modulus of the arm of hull structural steel at its clamped support (without taking into account Table 1.7 possible roundings) is to be determined according to the following formula: Section Spacing b 33⎡⎤ modulus of the two 1 W0,0002dkcm1p=⋅⋅ Fixing bolts ⎣⎦ W1 rows of bolts k = material factor according to F.3.3 Diameter The section modulus at the boss, above any curvature, [cm3] [mm] Number [mm] (W ) may not be less than: 2 2 85 6 M 12

W=⋅⋅ 0,00014 d33 k⎡⎤ cm 4 100 6 M 12 2p⎣⎦ 6 115 6 M 12 b 8 125 6 M 12 10 135 6 M 12 W 1 25 140 6 M 16 45 150 6 M 16 L´ 60 150 6 M 20 W2 80 155 6 M 22 100 160 6 M 24 1 ordinary hull structural steel

Fig. 1.12 The section moduli apply to an arm length L' = The distance of the fixing bolts from the edge of the 11 ⋅ dp. For longer arms, the section modulus is to be flange is to be at least 1,2 times the bolt diameter. increased in proportion with the length. For final determination of the propeller bracket scant- The flange thickness is to be at least equal to the di- lings, GL reserve the right to request a stress analysis ameter of the fixing bolts. I - Part 3 Section 1 A Hull Structures Chapter 3 GL 2003 Page 1–13

4.3.2 Casting-in propeller bracket arms 2W⋅⋅⋅ h b dmm= kkmax[] Propeller bracket arms can be cast-in to hull of FRP as k 2 RbeH ⋅∑ shown in the following principle sketch, using fibre i reinforced resin. Propeller bracket arms must be pro- 2 vided with anchors of sea-water-compatible material dkmin = 12,0 mm where ReH = 235 [N/mm ] in the area where they are cast-in. Such principles of d = keel bolt root diameter construction are subject to special tests. GL reserve k the right to have performance tests conducted which Wk = ballast keel weight [N] can provide information about the fatigue strength of the bond, plus the vibration pattern under a variety of hk = distance of keel CG from keel upper edge operating conditions. [mm] as in Fig. 1.14

floor bmax = maximum scantling width bi [mm]

bonding laminate angle bi = scantling width at each pair of keel bolts anchors [mm]

laminate = 0,5 ⋅ bbi + 0,4 ⋅ bki

2 ReH = yield strength of bolt material [N/mm ]

L' k h

floor bonding laminate angle ki b bi b

Fig. 1.14

fibre reinforced resin Large washers with a diameter of 4 times and thickness of one quarter of the keel bolt diameter (dk) are to permanently-flexible seal be fitted under the head of each bolt. The thread must be long enough to allow fitting of lock nuts or other suitable locking devices. Keel bolts must be made of material suitable for use in sea water. They are to be fastened in the ballast keel as required for the forces arising. Fig. 1.13 5.2 Internal ballast 5. Ballast keels Internal ballast must be accommodated in the hull securely fastened. It may be cast-in or inserted in 5.1 External ballast blocks. It shall not stress the shell, but the load from it shall be transferred to keel, floors and other load- 5.1.1 The ballast keel may be of lead, cast iron, bearing structural members. steel or other suitable material and is to be fastened to When casting-in lead ballast, suitable measures are to the adequately strengthened keel sole using keel bolts. be taken to ensure that there is no adverse effect on the The top surface of the keel must be flat to ensure a shell's grade of quality. tight fit to the hull. The keel/hull interface is to be provided with a suitable durable seal. Voids resulting from inserting the ballast in form of blocks are to be filled with a suitable castable mate- 5.1.2 Keel bolts rial. The diameters of keel bolts arranged in pairs are to be In the case of FRP hull, the top surface of the internal calculated using the following formula: ballast shall be covered with FRP laminate. Chapter 3 Section 1 A Hull Structures I - Part 3 Page 1–14 GL 2003

6. Water tanks and fuel tanks correction factor for the aspect ratio R of unsupported plate panels 6.1 General A R= aspect ratio Water and diesel fuel may be stored in integral or in a detached tanks, securely fastened. Petrol may only be stored in detached separate tanks, provided with ade- c2 = 5,0 where the stiffener end fastenings do not quate supply and suction ventilation. have bracket plates The fuel tanks must be so arranged that they cannot be = 3,4 where the stiffener end fastenings have unacceptably heated by the engine, the exhaust system bracket plates or other sources of heat. The calculated section moduli apply to the stiffeners A coffer dam is to be provided between integral fresh in conjunction with the tank plating to which they are water tanks and fuel/holding tanks, or other measures welded. shall be taken to ensure that fuel cannot penetrate into 6.2.3 In the case of detached tanks with curved the water tank. walls, the plate thicknesses and section moduli deter- The tanks are, as necessary, to be subdivided by inter- mined in accordance with 6.2.1 and 6.2.2 may be nal wash plates so that the breadth of the liquid sur- reduced, if adequate rigidity and tightness is proven by face does not exceed 0,5 B or 1,0 m, whichever is the means of a water pressure test at elevated pressure. lesser. The wash plates need only be arranged halfway The test pressure head is to be 1,5 times the height up the tank. For tanks more than 3,0 m long, trans- from the floor of the tank to the top of the filler tube - verse wash plates are recommended. at least 2 m. Wash plates are to be dimensioned in accordance with 6.2.4 Tanks more than 2 m wide or long shall be the prevailing forces; the total glass weight of their provided with a wash plate. Plate thickness- and stiff- laminates must not be less than 2 400 g/m2. ener calculations are to be in accordance with 6.2.1 and 6.2.2. The tanks are to be provided with handholes. These must be large enough to allow all corners of the tanks 6.2.5 Larger water and diesel fuel tanks shall be to be reached for cleaning. equipped with handholes; very large ones with manholes. The handholes must be large enough to reach all corners of the tank. The diameters of the bolts for 6.2 Scantlings handhole and manhole covers shall at least be double 6.2.1 The plating thickness of flat-sided metallic the cover thickness; bolt spacing is not to exceed 8 to tanks is calculated from: 9 times the plate thickness. Bolts are to have at least an M8 thread.

s4ahFkmm=⋅⋅1p ⋅⋅ [] 6.2.6 For fitting the tanks and containers with pipes, mountings, etc., see Section 3.

6.2.2 Stiffeners are to be fitted to stiffen the tank 6.3 Vent pipes and filling arrangement walls. The required section moduli of the stiffeners are calculated from: 6.3.1 Each tank is to be provided with a vent pipe. This is to be extended above the open deck and so Wah=⋅⋅⋅⋅A23 ckcm⎡⎤ arranged that the tank can be filled completely. 22⎣⎦ a = stiffener spacing in [m] 6.3.2 It must be possible to fill water, diesel fuel and petrol tanks from the open deck. Filler caps, filler h1 = pressure head measured from plate bottom tubes, vent pipes and sounding tubes shall have water- edge to top of filler tube in [m] tight connection with the deck and shall be so located that neither fuel nor petrol vapour (heavier than air) h2 = pressure head measured from stiffener mid- can flow into the accommodation or other spaces such length to top of filler tube in [m] as the cockpit and cockpit lockers, anchor chain lock- for the height of the filler tube above deck, ers, water tanks or the surrounding water. the minimum values which shall be inserted 6.3.3 Each tank is to have a sounding tube, lead are: close to the tank bottom. A doubling plate is to be – 0,25 m for yachts up to L = 10 m welded to the tank bottom underneath the sounding – 0,50 m for yachts up to L = 15 m tube. Electric tank-sounding devices of proven design may be accepted. – 1,00 m for larger yachts k = material factor according to F.3.3 6.4 Testing for tightness A = length of stiffener in [m] 6.4.1 All tanks are to be water or air pressure tested for tightness. The minimum test level is a water col- Fp = (0,54 + 0,23 R) ≤ 1,0 umn up to the highest point of the overflow/vent pipe. I - Part 3 Section 1 B Hull Structures Chapter 3 GL 2003 Page 1–15

The air pressure may not exceed 15 kPa (over- accordance with the Rules for Classification and Con- pressure). The increased risk of accidents involved in struction, I – Ship Technology, Part 1 – Seagoing testing with air pressure is to be taken into account. Ships, Chapter 8 – Fishing Vessels. 6.4.2 The test is generally to be carried out ashore, before application of the first coat of paint. Should, for 2.2.1 For crafts of unusual construction and special the passage of pipes or for other reasons, the tank wall conditions of operation following safety factors are be penetrated after the test, a second tightness-test proposed to be applied at RT or 23 °C: must be carried out if requested by the responsible surveyor. This test may be carried out afloat. 1. static loads: S = 1,1

7. Special equipment 2. extreme loads: S = 1,1

All mountings, fittings, equipment and apparatus, not 3. statistical loads (sea loads): S = 2,0 referred to in these rules, shall be suitable for the intended service in pleasure craft. They must not impair the safety of the craft and its crew. Where applicable, Rm123⋅⋅ R R ⋅⋅ R ..... ⋅ R 8⎡⎤2 the relevant rules, regulations and guidelines of the σ=zul N mm S ⎣⎦ responsible authorities and institutions are to be complied with.

Rm = tensile strength of laminate B. Glass Fibre Reinforced Plastic Hulls Reduction factors for laminates 1. Scope statistical long-term loading R < 0,75 1.1 These rules apply to the scantling determina- (sea loads) 1 tion of GRP hulls with L from 6 m to 24 m built by the hand lay-up method in single skin construction static long-term loading R2 < 0,5 from E-glass laminate consisting of chopped strand (tank walls) mat (CSM) layers or alternate layers of CSM and bi- raised temperature R < 0,9 directional woven roving. 3 ageing R4 < 0,8 If it is intended to use glass-fibre-resin spray-up moulding for the production of primary structural manufacturing i.e. parts, the conditions according to 2.3 are to be com- hand lay-up R5 = 0,9 plied with. This applies also to the intermediate layers prepreg R5 = 1,0 of composite laminates. Use of this method is limited fatigue to components which by virtue of their design princi- 2 ple, or position and configuration of the mould allow N < 10 R6 = 1,0 3 for a satisfactory structuring of the laminate. N < 10 R6 = 0,8 6 N < 10 R6 = 0,4 2. Basic principles for scantling determina- different material properties R < 0,9 tion 7 moisture R8 < 0,8 2.1 The scantling determination of the hull primary structural members of motor and sailing craft and motorsailers of conventional mono-hull form and N = number of load changes during life span of proportions are to be determined in accordance with the structural member Tables 1.8 to 1.20, if laminates with mechanical properties in accordance with 3.1 are used. 2.3 Scantling determination for structural mem- 2.2 Notes for scantling determination for craft bers of spray-up laminate may be determined in ac- used for commercial purposes, like: cordance with Tables 1.8 to 1.20 if the following conditions are fulfilled: – fishing craft – workboats – the manufacturer shall provide proof of the suitability of its workshop, equipment and appa- The scantlings determined in accordance with Tables ratus, plus the qualification of its personnel. 1.8 to 1.20 are to be multiplied by the following fac- Therefor a procedure test is to be carried out in tors: 1,2 for the glass weight and 1,44 for the section the presence of the GL surveyor. moduli. Deck loads are to be corrected as appropriate for the additional loads present. – The following mechanical properties relevant Hulls of fishing craft, depending on the fishing for scantling determination are to be verified as method, shall be provided with local reinforcement in part of the procedure test: Chapter 3 Section 1 B Hull Structures I - Part 3 Page 1–16 GL 2003

Glass content ISO 1172 N Mechanical properties of basic laminate (minimum values) 2 Tensile strength dry EN ISO 527-4 mm wet EN ISO 527-4 1, 2 Tensile strength (fracture) σzB 85 Young’s modulus (tension) dry EN ISO 527-4 Young’s modulus (tension) EZ 6350 Flexural strength dry EN ISO 14125, Flexural strength Procedure A (fracture) σbB 152 wet EN ISO 14125, Compressive strength (fracture) σdB 117 Procedure A 1, 2 Shear strength τB 62 Water absorption DIN EN ISO 62 3 (fracture)

1 No. of test pieces = 3 Shear modulus G 2750 2 Conditioning of 30 ± 1 days in distilled water at 23 °C. The Interlaminar shear strength τ conditioning period can be reduced by 50 % for each ib 17 temperature increase of 10 °C. While conditioning, the dimensional stability temperature of the thermosetting resin Specific thickness = 0,70 mm per shall not be exceeded. 300 g/m2 glass 3 Total test duration 30 ± 1 days. Water absorption to be reinforcement determined after 3 days, after 7 days and after 30 days.

Glass content by weight Ψ = 0,30

3.2 If the glass content by weight of the actual laminate differs from the value of 30 % stated in 3.1, the mechanical properties are to be determined from the following formulae. This is generally the case if – proof is to be obtained that the laminate mini- the laminate consists of CSM/woven roving com- mum thicknesses as calculated are maintained binations. on all parts of the structure. Since evenness of layer thickness depends on the skill of the Tensile strength (fracture) sprayer doing the work, it is recommended that σ=1278 ⋅Ψ−22 510 ⋅Ψ+ 123⎡⎤ N mm resin- and glass quantities each be exceeded by zB ⎣⎦ 10 % relative to the calculated values to ensure attainment of the minimum thicknesses. Young's modulus (tension)

E374,7510Nmm=⋅Ψ−⋅32⎡⎤ Z ()⎣⎦

Flexural strength (fracture) – The requirements in accordance with the Rules σ=502 ⋅Ψ+22 106,8⎡⎤ N mm for Classification and Construction, II – Ma- bB ⎣⎦ terials and Welding, Part 2 – Non-metallic Ma- terials, Chapter 1 are to be observed; excerpts Compressive strength (fracture) are listed in Annex B. σ=150 ⋅Ψ+ 72⎡⎤ N mm2 dB ⎣⎦

Shear strength (fracture)

τ=80 ⋅Ψ+ 38⎡⎤ N mm2 B ⎣⎦ 3. Material properties Shear modulus

G1,72,2410Nmm=⋅Ψ+⋅32⎡⎤ ()⎣⎦

Interlaminar shear strength 3.1 The values laid down in Tables 1.8 to 1.20 embody the following mechanical properties of the τ=22,5 − 17,5 Ψ ⎡⎤ N mm2 iB ⎣⎦ basic laminate which consists of CSM layers. The properties given are minimum values which must be Ψ = glass content of laminate by weight achieved by the actual laminate. I - Part 3 Section 1 B Hull Structures Chapter 3 GL 2003 Page 1–17

3.3 The individual layer thickness can be deter- 4.2 The weights of laminate reinforcement re- mined from the following formula: quired by these rules represent the weight of the glass- fibre reinforcement material contained in 1 m2 of laminate. The section moduli of the stiffeners apply to ⎛⎞11−Ψ 1 profiles in conjunction with the plate to which they are t=+⋅ 0,001 W⎜⎟[] mm ⎝⎠ρΨρFH laminated. They apply to an effective plate width of 300 mm in accordance with 5.2 and 5.3.

W = weight per unit area of reinforcement fibre 4.3 Should the mechanical properties and/or the [g/m2] glass content by weight differ from the values stated in 3.1, the scantlings are to be adjusted in accordance 3 with 4.4. and 4.5. ρF = density of fibre (2,6 [g/cm ] for E-glass as reinforcing material) 4.4 The required total weight of the laminate plus the corresponding nominal thickness are to be modi- 3 ρH = resin density (1,2 [g/cm ] for unsaturated fied in accordance with the following criteria: polyester resin matrix) 4.4.1 Laminate plates Mass- and volume content of glass fibres is to be The total weight of glass reinforcement determined taken from the following Table. according to Tables, 1.8, 1.9, 1.14, 1.15, 1,16 and 1.19 is to be multiplied by the factor Kw. This factor is to be calculated as follows: Fibre Fibre volume mass content content 4.4.1.1 If the flexural strength (fracture) σbB and the Mat laminate glass content by weight of the laminate plate have Sprayed Ψ = 0,30 ϕ = 0,17 been determined by tests in accordance with 3.4 to laminate 3.6, the factor is Woven Ψ = 0,50 ϕ = 0,32 5, 27⋅Ψ 152 roving laminate Kw =⋅ 1, 88 −Ψ σbB

2 3.4 If the mechanical properties of laminates σbB = flexural strength (fracture) [N/mm ] intended to be used do not achieve those determined according to 3.2, their properties and their glass con- Ψ = glass content of laminate by weight tent are to be determined by tests. 4.4.1.2 If the flexural strength (fracture) σdB and the glass content of the laminate plate have not been de- 3.5 The test specimen for determination of prop- termined by tests in accordance with 3.4 to 3.6, the erties and characteristic values in accordance with 3.4 factor is are to be made using the same procedure and the same conditions, and given the same thermal treatment, as K2,80,16w =⋅Ψ+ intended to be used for the construction of the hull. When determining the flexural strength, the gel coat Ψ = glass content of laminate by weight. side of the test specimen shall be stressed in tension. Proof of the properties and characteristic values is to 4.4.2 The nominal thickness t of the laminate based be provided by means of test certificates from an offi- on 0,70 mm per 300 g/m2 weight of laminate rein- cial material testing institute. forcement, determined in accordance with Tables 1.8, 1.9, 1.14, 1,15, 1,16 and 1.19, is to be multiplied by the factor K obtained as follows: 3.6 The mechanical properties and characteristic t values used for scantling determination of primary 4.4.2.1 If the flexural strength (fracture) σ of the structural members and components must not exceed bB laminate plate has been determined by tests in accor- 90 % of the mean values determined by the tests under dance with 3.4 to 3.6, that factor is: 3.5.

152 Kt = 4. Conditions for scantling determination σbB

4.1 The scantling determination of the primary 4.4.2.2 If the flexural strength (fracture) σbB of the structural members of pleasure craft hulls is based on laminate plate has not been determined by tests in the loads in accordance with A. accordance with 3.4 to 3.6, that factor is Chapter 3 Section 1 B Hull Structures I - Part 3 Page 1–18 GL 2003

1 4.5.1 If the tensile strength (fracture) σzB of the K = t 2 laminate plate has been determined by tests in accor- 3,3⋅Ψ + 0,703 dance with 3.4 to 3.6, that factor is:

Ψ = glass content of laminate by weight 85 K = Z σ 4.4.2.3 Correction factor for aspect ratio R of zB unsupported plate panels 4.5.2 If the tensile strength (fracture) σzB of the laminate plate has not been determined by tests F0,540,23R1,0p =+( ) ≤ in accordance with 3.4 to 3.6, that factor is: R = aspect ratio ≥ 1 1 K = Z 2 4.4.2.4 Curved plate panels 15Ψ− 6 Ψ+ 1,45

When dimensioning the laminates of plate panels with Ψ = glass content of laminate by weight simple convex curvature, the effect of the curvature is taken into account by the correction factor fk. 4.6 Each section modulus determined from Ta- bles 1.11, 1.14, 1.15, 1.17 and 1.20 and corrected in The initial value for dimensioning is the total weight accordance with 4.5 applies to a stiffener of the same of glass required for the basic laminate. The relevant material as the laminate plate. values are to be corrected by multiplying with the curvature factor fk. 5. Section moduli and geometric properties of the stiffeners This factor is to be determined from the following Table: 5.1 The section moduli of the stiffeners are to be calculated directly from the profile dimensions and the h/s fk effective width of plating. 0003− , 10, 5.2 The effective width of the connected laminate h plate is measured from centre to centre of the unsup- 003,,− 01 11, −⋅ 3 ported panels adjoining the stiffener. It shall not ex- s ceed 300 mm. ≥ 01, 08, 5.3 The section modulus of stiffener and connected laminate plate is calculated from the following formula:

h fh⋅ th⋅ 2 ⎛⎞100() F− f W1cm=+s ⋅+ ⎡⎤3 ⎜⎟⎣⎦ 10 3000⎝⎠ 100⋅+⋅ F ts h

s ts = thickness of an individual web [mm]

5.4 Where the glass content of laminate by weight is Ψ = 0,30, the minimum thickness of the web Fig. 1.15 may not be less than:

The total weight of glass required, calculated using the tsmin =⋅+ 0,025 h 1,10[] mm factor f must not be less than the corresponding k b minimum value from the Tables 1.8, 1.9, 1.14, 1.15, 1.16 or 1.19. f [cm2] t [mm] Calculation of the corrected total weight of glass re- s quired respective the corrected nominal thickness required is to be in accordance with 4.4.1/4.4.2. h [mm]

F [cm2] 4.5 Stiffener sections Fig. 1.16 The section modulus determined from Tables 1.11, 1.12, 1.13, 1.14, 1.15, 1.17, 1.18 and 1.20 is to be 5.5 Where the glass content by weight Ψ of the multiplied by the factor KZ, obtained as follows: stiffener's web laminate differs from 0,30, the thick- I - Part 3 Section 1 B Hull Structures Chapter 3 GL 2003 Page 1–19

ness determined from 5.4 is to be divided by the value t1 t2 Ks.

K1,300,61s =⋅Ψ+ * 5.6 Should the tensile properties of the materials in the stiffener differ from those of the laminate plate, the effective tensile modulus of the stiffener in conjunction with the laminate plate is to be determined by correction of the cross-sectional area and/or the width of the various laminate layers in the stiffener in the ratio of the tensile modulus of each of the materials in t1 = laminate before joining the two prefabricated hull the stiffener to that of the laminate plate. halves

t2 = keel laminate 5.7 Calculation of the laminate thicknesses to determine the section modulus of a top-hat type pro- = layers are to be stepped 25 mm per 600 g/m2 * glass fibre reinforcement. file and connected plate. Fig. 1.17 Joining-laminate 5.7.1 Thickness of the individual layer can be determined from the following formula: The reinforcement achieved by overlapping in Fig. 1.18 can also be achieved by the insertion of separate ⎛⎞11−Ψ 1 strips of reinforcement. The total weight of glass in t=+⋅ 0,001 W⎜⎟[] mm ⎝⎠ρΨρFH the reinforced area must not be less than twice that in the shell side. W = weight per unit area of the reinforcing fibre transom laminate or 2 shell-side laminate [g/m ] of hard-chine craft

3 ρF = fibre density (2,6 [g/cm ] for glass reinforcement material) total weight of glass = twice the total glass 3 ρH = resin density (1,2 [g/cm ] for UP) weight of bottom

Ψ = glass content of laminate by weight *

5.8 Frame spacing

The following frame spacing is recommended for design: *

a=+() 350 5L [ mm] 2 * Width of overlap = 25 mm per 600 g/m glass fibre reinforcement Fig. 1.18 6. Shell laminate 6.1.4 The hull laminate is to be reinforced locally 6.1 General in the areas of force transfer from propeller bracket, rudder tube, bollards, etc. The reinforcement is to be 6.1.1 It is recommended that fabrication of the stepped at a ratio of 25 mm per 600 g/m2. shell be carried out in a single working cycle. If the hull is prefabricated in two halves, these are to be 6.2 Motor craft joined as shown in Fig. 1.17. 6.2.1 The total glass reinforcement weight of the 6.1.2 The outside of the hull shall be covered by a shell laminate is to be determined from Table 1.8 (see gel coat which shall have a thickness of 0,4 – 0,6 mm. also Fig. 1.19).

6.1.3 In the bilge and transom area and other com- 6.2.2 The nominal laminate thickness from Table parable places, the individual layers are to be arranged 1.8 is calculated in accordance with 3.1 with 0,70 mm as shown in Fig. 1.18 to act as a reinforcement. per 300 g/m2 of reinforcement Chapter 3 Section 1 B Hull Structures I - Part 3 Page 1–20 GL 2003

6.2.3 The glass weight for the bottom determined The shell is to be reinforced in the area of the fin keel in accordance with Table 1.8 applies over the entire and tuck in accordance with Table 1.9. length of the craft and is to be extended upwards to the chine or 150 mm above the flotation plane, whichever 6.3.4 The minimum reinforcement weight of the is higher. keel laminate in accordance with Table 1.9 applies to hulls with a single skin shell and shall have the fol- 6.2.4 The total glass weight of the keel laminate lowing minimum width: shall comply with the values stated in Table 1.8.

6.2.5 The minimum width of the keel laminate (25⋅+L 230) [ mm] shall be: 6.3.5 The keel laminate shall extend from the ()25⋅+L 300[] mm stern/transom to the stem. Determination of the total glass weight shall be in accordance with Table 1.9. Reductions based on reduced frame spacing are not 6.2.6 The keel laminate must extend from the permitted (see also Fig. 1.21). The total glass weight stern/transom to the stem. Determination of the total of the keel laminate shall be at least 1,5 times the glass weight shall be in accordance with 6.2.4. Reduc- required reinforcement weight for the shell bottom tions based on reduced frame spacing are not permit- (see also Figs. 1.21 and 1.22). ted (see also Figs. 1.19 and 1.20).

6.2.7 The stern or transom shall have the same 6.3.6 The total glass weight for fin keel and tuck glass weight as the shell side. In case of special pro- obtained from Table 1.9 shall at least match that of the pulsion systems (stern drives, "Aquamatic", etc.) rein- shell bottom; reductions based on reduced frame spac- forcement shall be provided as appropriate for the ing are not permitted. forces arising. 6.3.7 Design and construction of the gunwale must 6.2.8 Chine and transom corners are to be built in be such as to achieve an adequate rigidity (see 8.3). accordance with 6.1.3. 6.3.8 Primary structural members of the hull are to 6.2.9 Should the flexural strength and/or the glass be reinforced in those areas where forces from chain content of weight of the laminate differ from that plates, masts and their foundations plus rudder tubes, stated in 3.1, the total glass weight or nominal thick- etc. are applied. nesses determined above are to be multiplied by the factor K or K in accordance with 4.4. Whatever the w t 6.3.9 The total reinforcement weight for the stern type of reinforcement, the minimum thickness of or the transom must not be less than that for the shell laminate must not be less than 2,5 mm. side. Transoms are to be stiffened adequately. Addi- tional reinforcement is required in accordance with 6.3 Sailing craft and motorsailers 6.1.3. 6.3.1 The total glass weight of the shell laminate is to be determined from Table 1.9 (see also Fig. 1.21). 6.3.10 Bottom reinforcement of sailing craft fitted with bilge keels is to be provided as per 6.3.6. 6.3.2 The nominal laminate thickness from Table 1.9 is calculated in accordance with 3.1 based on 6.3.11 Should the flexural strength and/or the glass 0,70 mm per 300 g/m2 of glass reinforcement. content of weight of the laminate differ from that stated in 3.1, the total glass weights or nominal thick- 6.3.3 The glass weight for the bottom determined nesses determined above are to be multiplied by the in accordance with Table 1.9 is to be extended up- factor Kw or Kt in accordance with 4.4. Whatever the wards to the chine or 150 mm above the flotation type of reinforcement, the minimum thickness of lami- plane, whichever is higher. nate must not be less than 2,5 mm. I - Part 3 Section 1 B Hull Structures Chapter 3 GL 2003 Page 1–21

Table 1.8

Total glass weight of motor craft shell laminate [g/m2]

GFFPWB=⋅⋅⋅⋅157, b p VB dBM

Shell bottom GPWB()min =⋅+⋅110, () 350 5 L dBM

GGWB()min ≥ WS

GFFPWS=⋅⋅⋅⋅157, b p VS dSM

Shell side GPWS()min =⋅+⋅110, () 350 5 L dSM

GWS() min ≥ 1200

Keel GPKdBM=⋅+⋅2, 35() 350 5 L

Fp = See 4.4.2.3 FVB = See A.1.9.3 FVS = See A.1.9.3 PdBM = See A.1.9.2 PdSM = See A.1.9.2

Chapter 3 Section 1 B Hull Structures I - Part 3 Page 1–22 GL 2003

0,5 L at mid-length on the centreline

CWL

keel laminate transom laminate

bottom laminate

side laminate

CWL 150 mm

bottom laminate

keel laminate

Fig. 1.19 I - Part 3 Section 1 B Hull Structures Chapter 3 GL 2003 Page 1–23

width of keel laminate

M *

special reinforcement layers form the keel laminate

width of keel laminate

pt and stbd glass reinforcement layers overlap and form the keel laminate

width of keel laminate

port and starboard glass reinforcement layers overlap and form the keel laminate

Fin keel may be filled and covered with laminate whose total glass weight must be at least 50 % of that of the shell bottom

* Width of overlap = 25 mm per 600 g/m2 glass fibre reinforcement

Fig. 1.20 Chapter 3 Section 1 B Hull Structures I - Part 3 Page 1–24 GL 2003

Table 1.9

Total glass weight of shell laminate for sailing craft and motorsailers [g/m2]

GFPWB=⋅⋅⋅157, b p dBS

Shell bottom GPWB()min =⋅+⋅110, () 350 5L dBS

GGWB()min ≥ WS

GFPWS=⋅⋅⋅157, b p dSS

Shell side GPWS()min =⋅+⋅110, () 350 5 L dSS

GWS() min ≥ 1200

Fin GWF =⋅+⋅170,,() 350 5LL 24 + 28

Keel and tuck GWK =⋅+⋅170,,,() 350 5LL 33 + 665

Fp = see 4.4.2.3 PdBS = see A.1.9.2 PdSS = see A.1.9.2

I - Part 3 Section 1 B Hull Structures Chapter 3 GL 2003 Page 1–25

WL WL

keel laminate keel laminate

keel laminate

tuck laminate

bottom laminate

0,25 Hk

WL WL 150 mm * 150 mm bottom laminate bottom laminate fin laminate keel laminate

keel laminate

side laminate * tuck-laminate

WL The width of this laminate should equal half the height Hk of the keel 150 mm

bottom laminate Hk in accordance with A.1.5.1.7.

fin and tuck laminate Note: tuck = concave region of shell between fin ballast keel and shell bottom

Fig. 1.21 Chapter 3 Section 1 B Hull Structures I - Part 3 Page 1–26 GL 2003

M fin- and tuck laminate

ballast

min. 25% of width according to 6.3.4

keel laminate

width of keel laminate

M fin- and tuck laminate

keel laminate

width of keel laminate min. 25% of width according to 6.3.4

keel laminate

ballast keel

M fin- and tuck laminate

keel laminate min. 25% of width according to 6.3.4

filling

min. 60% of keel laminate

* Width of overlap = 25 mm per 600 g/m2 glass fibre reinforcement

Fig. 1.22 I - Part 3 Section 1 B Hull Structures Chapter 3 GL 2003 Page 1–27

' 7. Internal structural members of the hull h K = distance between ballast keel's centre of gra- fity and mean keel floor height in [m] 7.1 General

7.1.1 The hull shall be fitted with an effective sys- 2 tem of transverse and/or longitudinal frames supported (502⋅ψ + 106,8) σ= in ⎡⎤N mm2 by web frames, bulkheads, etc. bzul 4 ⎣⎦ 7.1.2 Frames may be arranged in transverse or longitudinal direction; the internal structural members n = number of floors in way of ballast keel may also comprise of a combination of the two frame systems. For pleasure craft with a speed Ψ = glass content of laminate by weight, see 3.2 vL≥ 3, 6WL in[] kn , longitudinal framing is recommended. 7.1.10 For special bottom designs such as e.g. in 7.1.3 If certain parts of the accommodation shall be sailing yachts with a swivelling ballast keel, proof of used for stiffening purposes, these must be of equiva- adequate strength is to be submitted to GL. lent strength and structurally joined to the hull in accordance with 7.1.5. Proof of equivalent strength of integral inner shells/liners lies in the responsibility of 7.1.11 Limber holes in floors shall be arranged as the builder. midships as possible.

7.1.4 Where frames and stiffeners are of the top-hat type, the width of the flange connection to the lami- Note nate plate shall be 25 mm for the first reinforcement layer plus 12 mm for all subsequent 600 g/m2 glass For sailing yachts with short ballast keels, a rein- weight of the laminate – at least 50 mm total width. forced floor at leading and trailing edge of the keel is 7.1.5 Floors and bulkheads are to be bonded to the recommended. The section modulus of these floors shell by laminate angles on both sides; the width of shall be at least 1,5 times the section modulus de- each flange must be 50 mm for the first reinforcement manded under 1.9, depending on the length of the layer plus 25 mm for all subsequent 600 g/m2 glass keel. weight of the laminate.

7.1.6 Floors and bulkheads of solid GRP are to be 7.2 Transverse frames bonded to the shell or laminate plate on both sides using laminate angles. The total glass weight of each laminate angle may not be less than 50 % of that of 7.2.1 The scantlings of transverse frames and the component to be attached; it must not be less than floors shall be determined in accordance with Table 900 g/m2. 1.11.

7.1.7 Should floors, bulkheads and similar members be made of plywood (specification see Annex C, 7.2.2 The floors shall be continuous over the bot- C.2.), the reinforcement weight of each laminate angle tom of the craft; the section modulus at centre line shall comply with the requirements according to Table may be gradually reduced to that of the side frame at 1.10. bilge or chine.

7.1.8 Sailing craft and motorsailers shall have reinforced bulkheads or equivalent structures in way 7.2.3 Floors or equivalent stiffeners are to be fitted of mast(s) in order to achieve an adequate transverse in the area of the ballast keel, bilge keels or the rudder rigidity. heel or skeg, if applicable.

7.1.9 Section modulus for floors of sailing yachts in way of ballast keel is to be: 7.2.4 Watertight floors or floors forming the boundary of tank spaces shall also comply with 7.5. WWW=+BK wh''⋅ 7.2.5 If the tensile strength (fracture) of the shell Wcm= KK⎡ 3 ⎤ K σ⋅n ⎣ ⎦ laminate differs from that stated in 3.1, the section bzul modulus determined is to be corrected in accordance with 4.5. WB = see Table 1.11 w' = ballast keel weight in [N] K 7.2.6 For determination of the section modulus, see 5. Chapter 3 Section 1 B Hull Structures I - Part 3 Page 1–28 GL 2003

Table 1.10

Laminate angles for connecting plywood structural members

2 Scantling length Flange widths (mm) and total glass weights [g/m ] L Structural members Main bulkhead Forebody Thickness of behind main bulkhead plywood (mm) both sides one side both sides one side both sides up to 9 m 50 75 50 60 50 10 mm 1150 2250 1150 1800 900 up to 10 m 50 75 50 60 50 10 mm 1150 2250 1150 1800 900 up to 11 m 60 90 60 75 50 12 mm 1350 2700 1350 2250 1150 up to 12 m 70 105 70 90 60 15 mm 1700 3150 1700 2700 1350 up to 15 m 90 135 90 155 75 18 mm 2050 3800 2050 3250 1650 up to 17 m 100 150 100 130 90 20 mm 2350 4350 2350 3750 1900

7.2.7 Reduction for transverse frames The section modulus determined in accordance with 7.2.6 is to be multiplied by the factor fkw. When dimensioning curved frames, the effect of the curvature is to be allowed-for by the factor fkw. The required section modulus calculated using the factor fkw must not be less than the appropriate minimum value, to be taken from Table 1.11. h/s fkw 0003− , 10, 7.3 Longitudinal frames h 003,,− 01 115, −⋅ 5 s 7.3.1 The scantlings of longitudinal and web ≥ 01, 065, frames for bottom and sides shall comply with Tables 1.12 and 1.13. For dimensioning of curved web frames, see 7.2.7.

7.3.2 The longitudinal frames are to be supported by bulkheads or web frames.

7.3.3 Additional floors or transverse frames are to

s be arranged in way of engine foundations, rudder skegs, ballast and bilge keels and the bottom in the h forebody. The scantlings of these floors must never be less than those required in accordance with Table 1.11.

7.3.4 If the tensile strength (fracture) of the shell laminate differs from that stated in 3.1, the section modulus determined is to be corrected in accordance with 4.5.

Fig. 1.23 7.3.5 For determination of the section modulus, see 5. I - Part 3 Section 1 B Hull Structures Chapter 3 GL 2003 Page 1–29

7.4 Bottom girders, engine seatings determined above in accordance with 4.4 are to be multiplied by the factor Kw or Kt. The minimum 7.4.1 The engine seatings must be of sufficiently thickness of the laminate must not be less than sturdy construction to suit power, weight and type of 5,0 mm. the engine(s). 7.5.3 If the tensile strength (fracture) of the tank 7.4.2 The longitudinal girders forming the engine laminate differs from that stated in 3.1, the calculated seatings must extend fore and aft as far as possible and section modulus is to be corrected in accordance with are to be suitably supported by floors, transverse 4.5. frames and/or brackets. 7.5.4 The section moduli of top-hat type stiffeners 7.4.3 Additional centre and side girders may be are to be determined in accordance with 5. required to be fitted to the shell bottom. 7.5.5 The internal surfaces of tanks must be suit- 7.5 Fuel and water tanks able for the substances coming into contact with them and must not affect these adversely. 7.5.1 The scantlings of integral GRP tanks are to be determined in accordance with Table 1.14 (integral 7.6 Bulkheads tanks are tanks whose walls also form part of the craft shell). For the purpose of these regulations, "fuel" 7.6.1 Watertight bulkheads are to be provided in means only gas oil or diesel oil with a flash point accordance with A.2. and shall be effectively joined to ≥ 55 °C. the hull in accordance with 7.1.5 to 7.1.7.

Petrol may not be stored in integral GRP tanks. 7.6.2 The scantlings of single skin GRP bulkheads must comply with Table 1.15. Note Depending on the operating category, drinking water 7.6.3 Bulkheads not watertight or partial bulkheads should be stored in tanks and containers of the follow- supporting the longitudinal or transverse frames of the ing number and type: hull must have scantlings equivalent to those of the web frames in accordance with 7.3. The partial bulk- The quantity of drinking water depends on the number heads are to be joined to the hull in accordance with of persons permitted on board and the duration of the 7.1.5 to 7.1.7. voyage, and should be at least 1,5 litres per person and day at sea. 7.6.4 Bulkheads or parts thereof forming tank boundaries must also comply with the requirements in accordance with 7.5. Operating category 7.6.5 The nominal laminate thickness from Table The water must be stored in two 1.15 is calculated in accordance with 3.1 with 0,70 mm per 300 g/m2 of reinforcement. I separate tanks. At least half of the water reserves 7.6.6 Should the flexural strength and/or the glass must be stored in a tank. The rest content by weight of the laminate differ from the val- II of the reserves may be stored in ues as stated in 3.1, the total glass weights or nominal containers. thicknesses determined above in accordance with 4.4 are to be multiplied by the factor Kw or Kt. The water must be stored in III, IV, V suitable containers. The minimum laminate thickness may not be less than 2,5 mm. 7.5.2 Should the flexural strength and/or the glass 7.6.7 If the tensile strength (fracture) differs from content of the laminate differ from the values stated in that stated in 3.1, the section modulus determined is to 3.1, the total glass weights or nominal thicknesses be corrected in accordance with 4.5. Chapter 3 Section 1 B Hull Structures I - Part 3 Page 1–30 GL 2003

Table 1.11

Section moduli of floors and transverse frames of motor-, sailing crafts and motorsailers [cm3]

23− WeFPBVFdBM=⋅⋅321, A 10

Motor craft 2 −3 WekFPWB()min =⋅⋅≥321, 4 VF dBM 10 S Floors Sailing craft 23− WePBdBS=⋅272, A 10 and 2 −3 motorsailer WekPWB()min =⋅⋅≥272, 4 dBS 10 S

23− WeFPSVSFdSM=⋅⋅218, A 10 Motor craft 2 −3 Transverse WekFPS()min =⋅⋅≥218, 4 VSF dSM 10 L frames Sailing craft 23− WePSdSS=⋅⋅226, A 10 and 2 −3 motorsailer WekPS()min =⋅⋅≥226, 4 dSS 10 L

e = distance of floors/transverse frames [mm] A = span (unsupported length of floor of frame) [m] FVF = see A.1.9.3 FVSF = see A.1.9.3 k4 = 0,045 ⋅ L + 0,10 for motor craft [m] or 0,60 [m], the larger value to be used = 0,065 ⋅ L + 0,30 for sailing craft and motorsailers [m] or 0,60 [m], the larger value to be used PdBM = see A.1.9.2 PdBS = see A.1.9.2 PdSM = see A.1.9.2 PdSS = see A.1.9.2

I - Part 3 Section 1 B Hull Structures Chapter 3 GL 2003 Page 1–31

Table 1.12

Section moduli of the longitudinal frames of motor-, sailing crafts and motorsailers [cm3]

WeFP=⋅⋅214, A23 10− BL VL dBM Motor craft 2 −3 Bottom WekFPBL()min =⋅⋅≥214, 5 VL dBM 10 L longitudinal Sailing craft 23− frames WePBL=⋅⋅182, A dBS 10 and 2 −3 motorsailer WekPBL()min =⋅⋅≥182, 5 dBS 10 L

WeFP=⋅⋅≥207, A23 10− L SL VSL dSM Motor craft 2 −3 Side WekFPSL()min =⋅⋅≥207, 5 VSL dSM 10 L longitudinal frames Sailing craft 23− WePSL=⋅⋅216, A dSS 10 and 2 −3 motorsailer W2,16ekP10SL() min =5 ⋅⋅≥dSS L

e = distance between longitudinal frames [mm] A = span [m] FVF = see A.1.9.3 FVSF = see A.1.9.3 k5 = (0,01 L + 0,7) or 0,75, the larger value to be used PdBM = see A.1.9.2 PdBS = see A.1.9.2 PdSM = see A.1.9.2 PdSS = see A.1.9.2

7.6.8 Partial bulkheads of plywood may be used to see Table C.7. for durability groups and char- stiffen the hull. The bulkhead minimum thickness may acteristic values of the wood types in Annex not be less than: C

7.6.8.1 for sailing crafts and motorsailers S = 5,5

P1,45⋅⋅A tmm= dBS [] 8. Decks, deckhouses and cabins σdzul 8.1 Decks 7.6.8.2 for motor crafts

8.1.1 The scantlings for a single skin construction PF1,45⋅⋅⋅A tmm= dBM VF [] deck are to be taken from Table 1.16. Scantlings of σdzul sandwich construction decks are dealt with in C. A = span (unsupported length) in [m] 8.1.2 The nominal laminate thickness from Table F = speed correction factor, see A.1.9.3 1.16 is calculated in accordance with 3.1 at 0,70 mm VF per 300 g/m2 of reinforcement. PdBM = see A.1.9.2 8.1.3 Openings in the deck for access hatches, PdBS = see A.1.9.2 skylights, etc. are to be provided with an adequate frame; the coaming is to be effectively bonded to the σdBruch deck structural members. Skylights and access hatches σ=dzul S shall comply with the requirements in Section 5, A. Chapter 3 Section 1 B Hull Structures I - Part 3 Page 1–32 GL 2003

8.1.4 Supplementary reinforcement is to be pro- 8.3.2 Particular attention is to be given to the at- vided in the area of bollards, chain plates, deck fit- tachment of the chain plates and the forebody connec- tings, etc. tions of fast motor craft.

8.1.5 The walkways and working areas on deck 8.3.3 The strength and watertightness of the hull and the cabin roof shall be finished with a non-skid must not be impaired by the attachment of rubbing surface. strakes/rails, etc.

8.1.6 Should the flexural strength and/or the glass 8.4 Cockpits content by weight of the laminate differ from the values stated in 3.1, the total glass weights or nominal 8.4.1 The scantlings of cockpit sides and bottom thicknesses determined above in accordance with 4.4 must be of equivalent strength to those for the deck in are to be multiplied by the factor Kw or Kt. The mini- accordance with 8.1. mum thickness of the laminate may not be less than 2,5 mm. 8.4.2 Cockpits must be provided with drain pipes in accordance with Section 5. 8.2 Deck supports and pillars 8.5 Deckhouses and cabins

8.2.1 Decks are to be supported by a system of 8.5.1 The scantlings of single skin construction transverse and/or longitudinal stiffeners and pillars. deckhouses and cabins are given in Tables 1.19 and The scantlings of the components are based on Tables 1.20. 1.17 to 1.20; for steel pillars see F.9. 8.5.2 The nominal laminate thickness from Tables 8.2.2 At the ends of large openings and in way of 1.19 is calculated in accordance with 3.1 with the mast deck transverses are to be arranged in-plane 0,70 mm per 300 g/m2 of reinforcement. of the web frames. 8.5.3 Should the flexural strength and/or the glass 8.2.3 The ends of supports and stiffeners are to be content of the laminate differ from the values as stated effectively anchored into the adjacent structure, or in 3.1, the total glass weights or nominal thicknesses equivalent arrangements shall be provided. determined above in accordance with 4.4 are to be multiplied by the factor Kw or Kt. 8.2.4 Head and heel pieces of deck pillars plus supports shall be built appropriate for the forces to be The minimum thickness of the laminate must not be transmitted and shall be joined to the strength mem- less than 2,5 mm. bers. 8.5.4 Web frames or partial/wing bulkheads are to 8.2.5 Stiffeners and supports of tank decks of water be provided to ensure transverse rigidity in large and fuel tanks must also meet the requirements of 7.5. deckhouses. The strength members are to be suitably reinforced in the area of masts and other load concen- 8.2.6 If the tensile strength (fracture) of the deck trations. laminate differs from that stated in 3.1, the calculated 8.5.5 If the tensile strength (fracture) of the deck section modulus is to be corrected in accordance with 4.5. laminate differs from that stated in 3.1, the calculated section modulus is to be corrected in accordance with 7.5. 8.2.7 For calculation of the section modulus see 5. 8.5.6 For calculation of the section modulus see 5. 8.3 Hull to deck joint 8.5.7 Openings for doors and windows are to be 8.3.1 The connection between deck and hull must provided with frames of adequate strength. be made watertight, using laminate and/or mechanical fastenings. Design details are to be shown in the tech- 8.5.8 With reference to doors and windows, see nical documentation submitted for approval. Section 5. I - Part 3 Section 1 B Hull Structures Chapter 3 GL 2003 Page 1–33

Table 1.13

Section moduli of the web frames for motor-, sailing craft- and motorsailers [cm3]

2 W3,21eFPRM=⋅A VBW dBM Motor craft 2 W3,21ekFPWRM() min =⋅≥6 VBW dBM RS floor at centre Sailing craft 2 W2,72ePRM=⋅A dBS and 2 motorsailers W2,72ekPWRM() min =⋅≥6 dBS RS

2 W2,18eFPRS=⋅A VSW dSM Motor craft 2 W2,18ekFPRS() min =⋅⋅6 VSW dSM frame at side Sailing craft 2 W2,26ePRS=⋅A dSS and 2 motorsailers W2,26ekPRS() min =⋅≥6 dSS L L = see A.1.5 e = web frame spacing [m] A = unsupported length (span) [m] FVBW = see A.1.9.3 FVSW = see A.1.9.3 k6 = 0,045 ⋅ L + 0,10 for motor craft [m] or 0,60 [m], the larger value to be used 0,065 ⋅ L + 0,30 for sailing craft and motorsailers [m] to 0,60 [m], the larger value to be used PdBM = see A.1.9.2 PdBS = see A.1.9.2 PdSM = see A.1.9.2 PdSS = see A.1.9.2

Chapter 3 Section 1 B Hull Structures I - Part 3 Page 1–34 GL 2003

Table 1.14

Total glass weight for water- and fuel tank boundaries plus section moduli of water- and fuel tank wall stiffeners of motor, sailing craft and motorsailers

Total glass weight GFhWp=⋅⋅⋅540, b 1 2 [g/m ] GFWp(min) =⋅⋅≥836, b 2700

2 Section modulus WhaT =⋅⋅⋅005, 2 A 3 [cm ] WaT(min) =⋅0037,

a = stiffener spacing [mm] b = see below [mm]

A = stiffener length [m] Fp = see 4.4.2.3 h1 = vertical distance from tank bulkhead bottom edge to filler tube [m] h2 = vertical distance from the centre of the stiffener’s unsupported length to the filler tube [m]

I - Part 3 Section 1 B Hull Structures Chapter 3 GL 2003 Page 1–35

Table 1.15

Total glass weight for bulkheads plus section moduli of bulkhead stiffeners of motor-, sailing craft and motorsailers

GaFh=⋅⋅⋅54, Total glass weight WQ p 3 2 [g/m ] GWQ (min)=+⋅≥ 3,8() 350 5L h 3 1200

Section moduli 2 ⎛⎞A W0,017aFh'QV=⋅⋅⋅⋅+A fv ⎜⎟ vertical stiffeners ⎝⎠2 3 −3 [cm ] W6,03505F10QV (min)=+⋅⋅()L fV

2 Section moduli WFhQH=⋅⋅⋅⋅003, b A fH 4 horizontal stiffeners W=+⋅⋅ 10,3() 350 5L F 10−3 [cm3] QH (min) fH

a = stiffener spacing [mm] b = see below [mm]

A = stiffener length [m] Fp = see 4.4.2.3 h3 = vertical distance from bulkhead bottom edge to deck edge [m] h4 = height of deck at side above top of stiffeners [m] h' = vertical distance from centre of stiffener to deck edge [m] FfV = 1,0 for stiffeners with free ends h' 0,80 − 3, 75() 2h ' + A for stiffeners with bracket attachment at each end

FfH = 1,0 for stiffeners with free ends 0,667 for stiffeners with bracket attachment at each end

Chapter 3 Section 1 B Hull Structures I - Part 3 Page 1–36 GL 2003

Table 1.16

Total glass weight for deck laminate of motor and sailing craft and motorsailers

GFPWD=⋅⋅⋅157, b p dD Total glass weight G1,13505PWD (min)=+()L dD [g/m2] G WD (min) ≥ 1200

a = stiffener spacing [mm] b = see below [mm]

Fp = see 4.4.2.3 PdD = see A.1.9.4

Table 1.17

Section moduli of main deck beams for motor and sailing craft and motorsailers [cm3]

24− WPaDdD=⋅⋅⋅⋅20, 38A 10 −4 Weather deck beams WD(min)=⋅ 11,54 P dD () 350 +⋅ 5L 10

WD(min) ≥ 30,

24− W20,38kaP10DI=⋅⋅⋅⋅ 8A dD Beams within deckhouses −4 WDI (min)=⋅ 11,54 k 8 P dD () 350 +⋅ 5L 10

WDI (min) ≥ 30,

a = beam spacing [mm] A = unsupported length of beam [m] PdD = see A.1.9.4 k8 = correction factor for craft whose length L ≥ 10,0 m

k8 =−0001,90 , L

I - Part 3 Section 1 B Hull Structures Chapter 3 GL 2003 Page 1–37

Table 1.18

Section moduli of main deck girders for motor and sailing craft and motorsailers [cm3]

2 WePDU=⋅⋅204, A dD Weather deck girders WePDU(min) =⋅165, dD

2 WkePDUI=⋅⋅⋅204, 8 A dD Girders within deckhouses WkePDUI(min) =⋅⋅165, 8 dD

e = distance of girders [m] A = unsupported length of girder [m] k8 = correction factor for craft whose length L ≥ 10,0 m

k8 =−090,, 001L

PdD = see A.1.9.4

Table 1.19

Total glass weight of deckhouse and cabin laminates of motor, sailing craft and motorsailers

GFPWD=⋅⋅⋅157, b p dD Total glass weight GP=+⋅11, () 350 5 L [g/m2] WD(min) dD GWD (min) = 1200

Fp = see 4.4.2.3 PdD = see A.1.9.4

Chapter 3 Section 1 C Hull Structures I - Part 3 Page 1–38 GL 2003

Table 1.20

Section moduli of the deckhouse- and cabin wall stiffeners for motor and sailing craft and motorsailers [cm3]

24− WaPSDH=⋅⋅⋅⋅610,92 A dD −4 Deckhouse WSDH (min)=+⋅ P dD () 350 5L 10

WSDH (min) = 30,

24− WPaSK=⋅⋅⋅⋅10, 38 dD A 10 −4 Cabins WSK (min)=⋅⋅+⋅ 5,77 P dD () 350 5L 10

WSK (min) = 30,

a = stiffener spacing [mm] A = stiffener length [m] PdD = see A.1.9.4

C. Advanced Composite Structures 1.5 Mechanical properties of the laminate, nominal thickness and weight, type and fibre content of the individual reinforcing-materials used shall be speci- 1. General fied on the design drawings.

1.1 The term "advanced" refers to FRP (fibre reinforced plastic) construction not limited to standard 2. Sandwich single-skin E-Glass laminates in terms of B., i.e. combinations of chopped strand mats and woven roving 2.1 The sandwich generally consists of two FRP layers. skins and a core of lightweight material. In case of flexural loading the skins mainly absorb tension and Rather the following applies to FRP structures where compression stresses, whereas the core mainly absorbs various fibre types and fibre arrangements may be shear stresses. utilised. Fibre types besides E-glass are e.g. carbon and aramid. Combinations of different fibres i.e. hy- 2.2 Flexural strength requirements can be usually brid layers are also possible. Examples for fibre ar- achieved even with skins of reduced thickness, par- rangements are unidirectional, multi-axial or woven ticularly if high-strength fibres are used. Therefore, fabrics. when dimensioning sandwich structures, additional failure modes must be considered which can occur 1.2 Resins are to be appropriate for the chosen before ultimate stress of the skins is attained. Among reinforcing layers and capable of withstanding ageing these are: in marine environments. – shear failure of the core material

1.3 Different lamination techniques besides wet – failure of skin/core bonding hand lay-up can be applied, e.g. prepreg lamination – wrinkling where the laminate is built up from reinforcing material which is pre-impregnated with a thermosetting – core failure under point load resin and can be processed without any further addition of resin or hardener. 3. Sandwich core materials – Rigid foam materials of a closed-cell type with a 1.4 Different fibres and the multitude of fabrics give rise to sophisticated laminate lay-ups of compo- minimum apparent density of 60 kg/m³ nents specifically designed to the loads expected. – End-grained balsa wood Strength and stiffness calculation of such lay-ups requires careful analysis. – Honeycomb materials I - Part 3 Section 1 C Hull Structures Chapter 3 GL 2003 Page 1–39

Note 6.1.2 Dynamic load factor ncg in units of [g]

Regarding FRP and core materials our Rules for ⎛⎞fLoc⋅ WL Classification and Construction, II – Materials and n=⋅ 0,00013⎜⎟ + 0,084 cg 10⋅ B Welding, Part 2 – Non-metallic Materials, Chapter 1– ⎝⎠WL

Fibre Reinforced Plastics and Bonding are to be ob- vB2 ⋅ 2 served. Excerpts are to be found in Annex B. ⋅−β⋅()50 WL D

4. Non-sandwich areas v = max. speed in calm water in [kn]. For sailing yacht no lesser value than The following areas are to be of single skin construction 3L⋅ WL shall be assumed. – keel root area ß = deadrise angle to be taken between 10° and – major penetrations of the hull (e.g. for "Sail- 30° drive" propulsion units) foc = is the operating category factor. Its values are according to the following Table 1.21.

5. Transitions from single-skin laminate to Table 1.21 sandwich Operating I II III IV and V In panels where there is a change from sandwich to category single skin laminate (e.g. in hull to deck joints), the required single skin laminate is to be determined by f 1,0 0,95 0,85 0,7 oc the scantlings for the whole panel. ncg = shall not exceed a value of 4.

6. Design pressures 6.1.3 Longitudinal distribution factor kL

In the following design pressure formulae will be ⎡ ⎛⎞v k0,131,4x10=⋅⋅−⎢ ⎜⎟ specified. The formulae are in the style of ISO/CD LL⎜⎟ 12215-5 (draft international standard, 2000-06-30). ⎣⎢ ⎝⎠LWL Design pressure values obtained from these formulae serve to determine scantlings for FRP structures in v ⎤ terms of this section. Related allowable stresses are +⋅0,706 + 0,64⎥ L given in 7. and 8. WL ⎦⎥ x xL = 6.1 Bottom design pressure Pb LWL is the position ratio where x in [m] is the The bottom design pressure Pb is to be applied up to distance from the aft end of WL 150 mm above WL and is to be the greater of the ⎛⎞v bottom impact pressure Pb1 or the bottom pressure for k 0,13⋅⋅⎜⎟ 0,35 + 4,14 L, min = ⎜⎟ displacement mode Pb2. The former will be generally ⎝⎠LWL dominant for planing motor craft whereas the latter will dominate for sailing yachts in most cases. kL max = 1,0

6.1.4 Design area reduction factor kar 6.1.1 Bottom impact pressure Pb1 in [kPa] Sailing craft: 0,75 100⋅ D u1,7− P1nkk=⋅+⋅⋅ kar =−⋅ 0,673 0,52 b1cgLar() u1,70,75 + LBWL⋅ WL Motor craft: D, LWL = see A.1. u1,70,75 − k=−⋅ 0,455 0,35 ar 0,75 BWL = max. beam at waterline in [m] u1,7+ Chapter 3 Section 1 C Hull Structures I - Part 3 Page 1–40 GL 2003

Sailing and motor craft: with 100⋅ D P = ⋅+1n kar, min = 0,4 b1,base ()cg LBWL⋅ WL A u = 100 ⋅ d 6.4.1 Vertical pressure distribution factor k Ar v

6.1.5 Reference area Ar HT− c −− 0,15mz kv = HT−−c 0,15m A0,45LBinm=⋅ ⋅ ⎡⎤2 rWLWL⎣⎦ where z in [m] is the height of panel or stiffener centre above the limit between bottom and side pressure, i.e. 2 6.1.6 Design area Ad in [m ] 150 mm above the waterline.

– for plating it is the area of the panel not to be 6.5 Deck design pressure P in [kPa] taken greater than 2,5 times b2 where b is the d short panel span Pf0,11L5,35docWL=⋅( ⋅ + ) – for stiffeners it is the stiffener length A times the For superstructures the deck design pressure may be stiffener spacing not to be taken less than reduced except for frontwalls by considering the influ- 0,33 times A2 ence of height above the weather deck. A minimum pressure of 4,0 kPa must always be complied with. 6.2 Bottom pressure for displacement mode Pb2 in [kPa] 6.6 Design pressure for watertight bulkheads pbh in [kPa] P11,763T0,23L=⋅⋅+⋅() b2cWL pbhz=10⋅ h ⋅⋅⋅kkfar L oc hz = vertical distance from centre of bulkhead Pb2,min = 10⋅ H plate or stiffener to the top of the bulkhead in H = see A.1. [m] kar, kL, foc, = see 6.1.2, 6.1.3, 6.1.4 6.6.1 Design pressure for integral tanks pt in [kPa] Tc = canoe body draught in [m] not to be taken less than ptdft=⋅10( h + h ) TcWL=⋅− 0,062 L 0, 26 where: h = vertical distance from centre of tank bound- 6.3 Side design pressure for sailing craft PsS in d [kPa] ary plate or stiffener to the deck [m] hft = height of filler tube above the deck in [m]. P=⋅⋅+⋅ 7,14(2T0,23L ) sS c WL No lesser values than the following shall be inserted: ⋅⋅⋅kkfar L oc – 0,25 m for craft with L < 10 m PsS,min = 5H⋅ – 0,50 m for craft with 10 ≥ L ≤ 15 m Tc = canoe body draught in [m] not to be taken less than – 1,00 m for craft with L > 15 m

TcWL=⋅− 0,062 L 0, 26 7. Procedure for panel scantling determination 6.4 Side design pressure for motor craft PsM in [kPa] 7.1 Laminate lay-up

Pf10H0,24P=⋅⋅+⋅ The following is to be specified for each FRP layer: sM() oc b1,base – fibre orientation relative to appropriately de- ⋅⋅⋅kkkar L v fined coordinates

PsM,min = f(0,18L2,37)oc⋅⋅+ WL – cured ply thickness I - Part 3 Section 1 D Hull Structures Chapter 3 GL 2003 Page 1–41

– modulus of elasticity in short and long span – support conditions direction – curvature if applicable – shear modulus – stiffener spacing In case of sandwich construction also – core material thickness 8.3 Applicable design pressure – shear strength Depending on: 7.2 Geometric panel data – short and long span of panel – whether the stiffener is attached to the hull, deck, bulkhead, tank boundary or superstructure – curvature if applicable – other parameters as specified in 6. 7.3 Applicable design pressure

Depending on: 8.4 Results of calculation – whether the panel is part of hull, deck, bulkhead, – bending moment and shear force due to design tank boundary or superstructure pressure and support conditions – other parameters as specified in 6. – effective width of plating 7.4 Results of calculation – strain of FRP layers in stiffener capping due to – strain of each individual FRP layer bending – shear stress of core in case of sandwich construction – strain of FRP layers in attached plating according to effective width – deflection of panel – shear stress in stiffener webs 7.5 Required factors of safety (FoS) – the FoS between ultimate strain and calculated – deflection of stiffener strain of each FRP layer according to the ply analysis must be at least 4,0 8.5 Required factors of safety (FoS) – in case of sandwich construction the FoS against core shear failure must be at least 2,0 – the FoS between ultimate strain and calculated strain of each FRP layer due to stiffener's bend- – standard values for max. panel deflection are ing must be at least 4,0 1,5 % of the panel's short span in case of single- skin laminate and 1 % for a sandwich panel. – the FoS against ultimate shear stress in stiffener webs must be also at least 4,0 8. Procedure for stiffener scantling determination – the standard value for max. deflection of stiffeners is 0,5 % of their unsupported length. In case 8.1 Specification of FRP stiffener lay-up and of engine foundations a 0,3 % limit shall be attached FRP plate kept. – fibre orientation parallel and perpendicular to stiffener – cured ply thickness D. Wooden Hulls – modulus of elasticity – shear modulus 1. General 8.2 Geometric stiffener data – stiffener core height 1.1 Scope – stiffener core width These rules apply to the scantling determination of the – bonding width structure of sailing craft, motorsailers and motor yachts of normal monohull form, traditionally carvel – unsupported length of stiffener or clinker built on transverse frames. Chapter 3 Section 1 D Hull Structures I - Part 3 Page 1–42 GL 2003

1.2 Basic principles for scantling determina- 1.3 Types of wood and materials tion 1.3.1 Wood 1.2.1 Determination of the component scantlings of structural members shall be carried out in accor- Timbers for load bearing components shall be best dance with the Tables 1.22 – 1.36 respecting the quality, adequately dried, sound, free from sap, knots and detrimental flaws. Twisted timber shall not to be scantling numerals B/3 + H1or L (B/3 + H1). Struc- tural members of hulls with larger dimensions or used. Requirements in accordance with E.2. are to be unusual proportions shall have the scantlings deter- observed. mined by individual calculations. Timber in durability groups 1, 2 and 3 in accordance The scantlings given in Tables 1.22 – 1.36 for the with C.7., Annex C. is preferably to be used. Timber structural members listed below apply to timber with in groups 4 and 5 requires special approval from GL. a bulk density of: For non-load-bearing components, e.g. interior parts, no particular types of wood are specified. Standard bulk density Structural member [g/cm3] 1 1.3.2 Plywood Keel Structural members from plywood exposed to the Stem weather, such as decks, superstructures, deckhouses, Floors 0,70 etc. shall comply with the Rules for Classification Frames and Construction, II – Materials and Welding, Part 2 – Non-metallic Materials, Chapter 2. Transom beams Shell Sheer plank 1.4 Workshop requirements and quality assurance Reinforced deck beams Requirements in accordance with E.5. are to be ob- Beam knees 0,56 Carlines served. Engine seatings Deadwood 2. Shell Decks Deck beams 0,45 Planks, shelves 2.1 Shell planks shall be quartersawn (riftsawn).

1 Thickness and width are listed in Tables 1.22 and In standard atmosphere condition with a moisture 1.23. Planks around the bilge should be narrower than content (according to "VG") of 12 %. those for other areas. Plank thicknesses are the ones after shaping. If the frame spacing is increased com- 1.2.2 If the bulk density of the wood intended to pared with Table values, plank thickness is to be be used differs from the values in the above Table, increased in proportion, a reduction of plank thick- the scantlings/section moduli listed in the Tables are ness is permissible if frame spacing is reduced. to be increased/decreased proportionally with the bulk density ratio ρ /ρ . standard actual 2.2 For double-planked yachts whose scantling numeral L(B/3 + H ) is greater than 28, the total 1.2.3 Keel, stem/sternpost and other hull structural 1 members may be lamellated. Scantlings are to be thickness of the shell may be reduced by 10% in calculated in accordance with E. accordance with Table 1.22. I - Part 3 Section 1 D Hull Structures Chapter 3 GL 2003 Page 1–43

Spacing of butts in shell planking

Plank thickness under 20 mm 20 – 33 mm over 33 mm if strakes adjoin 1,00 m 1,20 m 1,50 m if there is one intermediate strake 0,70 m 0,90 m 1,20 m if there are two intermediate strakes 0,40 m 0,60 m 0,90 m

2.3 Shell planking is to be fitted in as long overlap at lengths as possible. Planks in one strake may however least 10 mm be joined by glued joints or butt straps. clearance cut

Where there are joints in two neighbouring strakes of planking, these must be at least three frame spaces steel butt strap apart. If there is one strake in between, they must be two frame spaces apart; if two, one frame space. clearance cut chamfered top

2.4 If the shell planking does not have glued joints, the planks are to be connected by butt straps. overlap at The distances between butts are to be taken from the least 10 mm Table below:

half thickness of strap chamfered 45 deg. for drainage Plank butts in the plane of the same frame are only permitted if there are three intermediate strakes.

wooden butt strap

2.5 The butts in the shell planking are to be so Fig. 1.24 arranged that they are not in the same plane as those of the beam shelf, the keel and the sheer plank. 2.7 Planks and butt straps are to be joined by means of threaded bolts, as follows:

2.6 Butt straps of wood or sea-water-compatible Number of bolts Width of plank [mm] metal are to be arranged in between frames with drain- in each plank end age at both ends. They should be wide enough to overlap adjoining strakes by at least 10 mm. Wooden up to 100 3 straps should be of the same thickness as the shell; 100 up to 200 4 metal ones are to have an equivalent strength. For 200 up to 250 5 arrangement details of butt straps see Fig. 1.24. Chapter 3 Section 1 D Hull Structures I - Part 3 Page 1–44 GL 2003

3. Bulkheads of two frames. Where sterns hang over, as with conventional yacht sterns and retracted transoms, no 3.1 Bulkhead plating floors are needed in the overhang beyond LWL pro- The thickness of the bulkhead plating shall not be less vided the frames are carried continuously from one than: side to the other.

0,75 L sahkCmm=⋅1 ⋅⋅[ ] WL a = stiffener spacing in [m] h1 = pressure head in [m] measured from bulkhead bottom edge to bulkhead deck k = 12 as standard value for teak, kambala, oak, 1/2 1/2 sipo-mahogany 0,5 L = 16 as standard value for less firm wood, e. g. WL L khaya-mahogany, sound pine WL

C = 4,0 in case of collision bulkhead Fig. 1.25 = 2,9 for other bulkheads 4.3 Floors may be in the form of flat bar steel, The bulkhead plating need not be thicker than the shell angle bar steel and wood, steel plates or wooden if frame spacing and stiffener spacing correspond. planks. In place of steel flat bar, angle bar or plate floors, floors of the same strength of other metal may 3.2 Bulkhead stiffeners be fitted. Wooden floors shall be sawn from knee The section moduli of the stiffeners shall not be less timber; the grain shall substantially run parallel with than: the shell. The grain of wooden plank floors runs hori- zontally. WkCah0,5cm=⋅⋅ + ⋅A23⎡⎤ ()2 ⎣⎦ 4.4 For yachts where the scantling numeral L h2 = pressure head in [m] measured from the cen- (B/3 + H1) is more than 25, wooden floors, steel plate ter of the stiffener up to the bulkhead deck floors or wooden plank floors shall be fitted in the area of the fin keel. A = length of stiffener in [m] k = 12 for stiffeners of teak, kambala, oak, sipo- 4.5 Steel plate or wooden plank floors shall be mahogany and laminated stiffeners fitted underneath the mast, and underneath the seatings of more powerful propulsion engines. = 16 for stiffeners of less firm wood, e. g. khaya-mahogany, sound pine. 4.6 Floor scantlings are given in Tables 1.24 and 1.25 based on the scantling numeral B/3 + H and 3.3 Non-watertight bulkheads 1 floor spacing, for the mid-body area of 0,75 LWL. If Components of non-watertight transverse or longitu- the spacing is greater than that in the Table, the floor dinal bulkheads, wing bulkheads or such which serve scantlings are to be increased in the same proportion. to stiffen the hull are to be dimensioned in accordance For the floors beyond 0,75 LWL whose spacing is with the same formulae. increased in accordance with 4.2, increase in scantlings is not required. 4. Floors 4.7 Beyond LWL, arm lengths may be reduced to 4.1 Floors shall be fitted over 0,75 LWL of the 1/3 of the associated frame lengths. mid-body of the craft at each frame; see Fig. 1.25. In the case of yachts with curved or lamellated frames, 4.8 Steel flat and angle bar floors may be fitted whose scantling numeral L (B /3 + H1) is less than 20, on top of or alongside the frames. floors may be spaced 1½ frames apart within 0,75 LWL in accordance with Table 1.22; under the 4.9 Angle bar floors fitted alongside the frames mast tabernacle however floors are required at each are to be bolted to the frame and the shell. frame. 4.10 The arms of flat bar steel floors may be ta- 4.2 In the afterbody, a spacing of two frames pered off to the scantlings given in Table 1.25 for arm suffices beyond 0,75 LWL, a spacing of three frames ends, from the first third onwards. Similarly, the pro- beyond LWL; in the forebody beyond LWL a spacing jecting leg of angle bar floors may be tapered off to I - Part 3 Section 1 D Hull Structures Chapter 3 GL 2003 Page 1–45

leg thickness from the first third of the arm length 5.5 Grown frames shall have the same width onwards. from keel to deck, the height on the other hand may be gradually reduced from the top edge of the floor to the deck, down to the frame height shown in Table 1.27. 4.11 The scantlings for wooden floors given in Tables 1.24 and 1.25 apply to the centre of the floor. 5.6 For grown frames, timber shall be used Towards the ends of the arms, the height may gradu- whose grain follows the shape of the frame. If such ally be reduced to that of the frame. timber is not available in adequate lengths, the frames may be strapped. The following straps are permitted: If ballast keel bolts are taken through wooden floors, the two ends overlap by at least 3,5 times the frame the floor width is to be increased by half a bolt diame- width, or the two parts butt and are joined along the ter. sides by a strap with a cross section equal to the frame's and with a length 7 times the frame width. 4.12 The heights given in Table 1.24 for steel plate or wooden plank floors are the heights above the top 5.7 Metal frames shall be welded to floor plates edge of the wood keel. Beyond LWL, the height may and beam knees. gradually be reduced to twice that stated for naturally Sailing yachts with an L (B/3 + H ) up to 14 shall grown frames. The floors are to be extended high 1 enough for the associated frames to be rigidly joined have two reinforced frames in way of the mast; larger to them. ones at least three. In place of the reinforced frames, intermediate ones may be fitted which have the same cross section as the neighbouring ones. 4.13 If ballast keel bolts are taken through the wooden plank floors, the thickness of the floors is to 5.8 For yachts with an L (B/3 + H ) greater than be increased correspondingly. It is to equal four times 1 26, reinforced or intermediate frames are additionally the bolt diameter. to be provided at the ends and in the middle of longer deck openings. The minimum number of reinforced or 4.14 Steel plate floors are to be joined to the wood intermediate frames is to be taken from the following keel and the shell by angle bars of the shape of the Table. stipulated steel frames. However the profile flanges in contact with the keel must be wide enough to be at Number of reinforced or L (B/3 + H ) least 1/3 of the flange width between bolt hole and 1 intermediate frames profile edge. The upper edges of plate floors are to be flanged. Plate floors may in the region of 0,6 B amid- >26 4 ships have lightening holes no greater in height than >35 5 half the local web height and not exceeding the local >47 6 web height in length. >62 7 >80 8 5. Frames >115 9

5.1 Frames may either be prebent, bent-in, lamel- Bulkheads or partial bulkheads of adequate strength lated grown, of metal or made by a combination of may replace the reinforced frames. these. Frame spacing is given in Table 1.22. Frame spacing may be altered if the thickness of shell plank- The section modulus of the reinforced frames is to be ing is increased (see 2.1). Frame scantlings are to be at least 30 % greater than that of normal frames. In the determined from Tables 1.26 and 1.27 based on the area of the beam shelves, the height of the reinforced scantling numeral B/3 + H1 and the frame spacing frames may be reduced to that of the other grown chosen. frames.

5.9 If possible the reinforced frames shall be 5.2 Forward and aft of the length LWL, the section modulus of bent, lamellated or steel frames may fitted in conjunction with reinforced deck beams, with be reduced by 15 %; that of grown frames by 20 %. which they are to be connected by hanging knees.

5.10 In the case of yachts with an L (B/3 + H ) 5.3 Where bent frames have sharp bends, it is 1 greater than 62, one of the reinforced frames in way of recommended that metal strips be fitted. the mast shall be a web frame; where L (B/3 + H1) exceeds 78, at least two must be in the form of web 5.4 The cross section of bent and lamellated frames. Metal web frames comprise of a metal floor, a frames shall be the same from keel to deck. They are web plate and a reverse frame or a flange located at to be made of a single piece. the inner edge of the web frame.

Page 1–46 Chapter 3 Section 1 Hull Structures Hull Structures Section 1

height D l

e l

h t

f a

a r m r m flat barsteelfloor frame steel platefloor angle barfloor flange wooden floor end ofarm Fig. 1.26 knee timber throat height cross-section grown frame cross-section frame lamellated

GL 2003 I - Part 3 Part I - I - Part 3 Section 1 D Hull Structures Chapter 3 GL 2003 Page 1–47

5.11 Steel web frames shall comply with the fol- decks do not require the additional secondary shelves lowing Table: near the mast, nor are they needed where there are plywood decks on which strip planking has been laid if the thickness of the plywood is at least 50 % of the L (B/3 + H1) Web plate deck plank thickness in accordance with Table 1.22.

m2 mm 7. Deck structure over 62 200 ⋅ 4 over 70 220 ⋅ 4 7.1 Decks over 78 230 ⋅ 5 over 88 250 ⋅ 5 7.1.1 Deck planks must be quartersawn (riftsawn) planks. Plank thickness is given in Table 1.22.

The web plates may have round lightening holes with 7.1.2 The widths of strip planking planks shall a diameter of 1/3 of the web height. Hole edges shall approximately match with the requirements of Table be at least 1/4 of the web height apart. 1.23.

5.12 The web frames are to be firmly welded to 7.1.3 Plywood decks are permitted. The thickness the floors and connected to the reinforced deck beams of the plywood panels must be at least 65 % of the by hanging knees. thickness given in Table 1.22 for deck planks. Joints in the plywood deck are to be scarified. Scarfs in ply- 5.13 In lieu of steel web frames, wooden web wood must be at least ten panel thicknesses long. frames of the same strength and also bulkheads or partial bulkheads of adequate strength are permitted. 7.1.4 Decks are to have a hardwood (mahogany, oak, teak or similar) plank sheer/gunwale capping 6. Beam shelves and bilge planks plank around the outboard edge, at least as thick as the shell according to the Table and at least 3 to 5 times as 6.1 The cross sections required for the beam wide as it is thick. In the case of plywood decks this shelves and bilge planks on each side of the hull are plank of solid wood is only required for yachts with a given in Table 1.22. The shelves/planks shall extend scantling numeral L (B/3 + H1) greater than 25. The from the stem to the transom. Beyond 0,75 LWL to- outer cut edges of plywood decks must be protected wards the ends, their cross section may gradually be by means of fillets. reduced to 75 %. They shall be fitted in the maximum possible lengths. If they are butt joined or scarified, 7.2 Deck beams and beam knees the butt length shall be at least six times the height of the shelf/plank. Butts shall not be located in way of the mast, the chain plates or other areas where forces 7.2.1 Deck beam scantlings are to be determined in are introduced into the structure. The port and star- accordance with Table 1.28, based on their respective board beam shelves shall be linked by bow pointers or length and the beam spacing. The relevant beam stem knees at the stem and shall be connected to the length is that between the outer edges of the beam transom by knees. shelves. In the case of half beams or supported beams the relevant length is that between the shelf outer edge and the cabin or hatch longitudinal coaming or the 6.2 The beam shelves may be all in one piece or support. The minimum length to be inserted is 0,5 B. divided into a primary and a minor or secondary shelf, in which case the cross section of the primary shelf is to be about 65 % of the total given. Note

6.3 Preferably the deck beams shall not be em- The deck loads given in Table 1.28 are empirical bedded in the beam shelves. If they nevertheless are, values and have no connection with the deck loads in the cross section according to the Table must remain B., C., E., and F. unimpaired underneath the beams. 7.2.2 Beam spacing may be increased to about 6.4 In way of the mast and the chain plates, sec- 1,25 times the frame spacing in accordance with Table ondary shelves shall be additionally fitted whose cross 1.22; in very large yachts even up to 1,4 times. The section is 75 % of that of the shelf in accordance with beam section modulus is to be determined based on Table 1.22. The length of these secondary shelves the actual spacing. shall be at least 0,3 LWL. If the shelves have been subdivided into primary and secondary ones, half the 7.2.3 The heights of the deck beam cross sections beam shelf cross section is sufficient for the additional determined in accordance with 7.2.2 may be reduced secondary shelves near the mast. Yachts with plywood to 75 % towards the beam ends. Chapter 3 Section 1 D Hull Structures I - Part 3 Page 1–48 GL 2003

7.2.4 The end beams of deck openings whose 7.3.2 In the case of sailing craft and motorsailers length exceeds one space between beams shall be with an L (B/3 + H1) greater than 70, the deck beam reinforced. For determining their scantlings, the length in way of the mast is to be provided with a cross of of deck to be supported by these beams is to be in- diagonal braces. Such braces are not needed in the serted as the beam spacing. case of plywood decks.

7.2.5 The continuous deck beams in way of the mast and the beams at the ends of large deck openings, 7.3.3 The scantlings of diagonal braces are given in e.g those at the forward edge of the cabin and the after Table 1.29. edge of the cockpit, are to be reinforced. If the beams are supported by bulkheads, their section modulus shall be increased by 50 %; if they are unsupported, by 8. Keel 150 %. For calculating the section modulus of the deck beams at the ends of the cabin, the beam spacing inserted is to be equal to the frame spacing in accor- 8.1 Height and width of the wood keel halfway dance with Table 1.22. along LWL are given based on the scantling numeral L (B/3 + H1). The height applies to the full length of 7.2.6 Beams underneath anchor winches and deck- the wooden keel; the width may be tapered off to- houses may be reduced at the ends to the height of wards the ends, down to stem/sternpost width. In the adjacent beams to avoid weakening the beam shelves. case of centreboard yachts, the cross section of the wooden keel in way of the centreboard case is to be 7.2.7 The height of reinforced deck beams may be increased by 10 %. The height of lamellated wooden reduced at the ends to the height of adjacent beams to keels may be 5 % less than that of solid ones. avoid weakening the beam shelves.

7.2.8 The reinforced deck beams shall butt against 8.2 The frames are not to be embedded in the the frames if possible. They are to be joined to these, wood keel or the stem/ sternpost. or to sole pieces, by hanging knees. 8.3 The width of the keel rabbet shall be at least 7.2.9 The minimum number of hanging knees is equal to half the tabular height of the wood keel, but given in Table 1.29, their arm lengths and scantlings anyway it shall be wide enough for the screws to be in Table 1.30. In lieu of hanging knees, adequately staggered (zig-zag). strong bulkheads of partial bulkheads are also permitted. 8.4 The wooden keel shall consist of a single 7.2.10 The cross section of flat bar steel hanging piece, if ever possible. knees may be gradually reduced to 40 % beyond the first third of the arm length of the neck cross section. 8.5 For yachts whose L (B/3 + H ) is less than Similarly the projecting legs of angle bars may be 1 tapered off beyond the first third of the arm length to 35, the wooden keel shall be one piece. Yachts with an L (B/3 + H ) of 35 to 100 may have a two-piece leg thickness at the ends. Beyond LWL, the arm length 1 of the hanging knees need not be more than 1/3 of the wooden keel with a scarf joint; even larger yachts, a frame or beam length. three-piece keel with scarf joints. The scarfs shall be in the area of the metal fin, if ever possible. 7.2.11 At the ends of larger deck openings, horizontal wooden knees are to be fitted between deck beams 8.6 The scarfs are to take the form of hook scarfs and beam shelves at the corners. These knees are not or in the case of larger yachts double-hook scarfs. The needed in the case of plywood decks. scarf length shall be at least six times the keel height. The keel scarfs shall have softwood stopwaters in the 7.2.12 Floor beam scantlings may be determined in rabbet, see 11. and Fig. 1.27. accordance with Table 1.28. Based on their length and spacing their section modulus may be reduced up to 75 %. 8.7 The wooden keel may be built up by glueing together separate laminated planks running horizon- 7.3 Diagonal braces tally.

7.3.1 Sailing craft and motorsailers with an L (B/3 + H1) greater than 35, diagonal braces shall be ar- 8.8 If the mast stands on the stem-keel scarf or in ranged on the frames in way of the mast which are to the vicinity of this, a mast stool shall be provided on end at the futtock chain plates. The futtock chain the floors. In smaller yachts this stool should at least plates are to be extended to the frames forward and aft extend over 3 floors; in larger ones, over 5 or 6. Mast of the shroud chain plates. Their width is to be about steps must not be cut directly into the keel or keel 1,4 times the frame spacing. scarfs. I - Part 3 Section 1 D Hull Structures Chapter 3 GL 2003 Page 1–49

stopwater be reduced to 75 %. The height of the transom beam shall be at least 2,5 times the height of the bent-in frames. The seat of the transom beam must be of adequate length. Care is to be taken to make sure that the bolting is adequate (recessed bolts if appropriate). section A - A

10. Coachroofs, deckhouses l = min. 6 · a 10.1 Apertures in the deck shall be bordered by frames consisting of hatch end beams and deck car- A lines.

10.2 The scantlings of deck beams at the ends of superstructure, hatches and cockpits shall be deter- a mined in accordance with 6.2.

A 10.3 The cross sections of the deck carlines shall approximately match the data in Table 1.32; the height softwood stopwaters of the deck carlines shall be about half the height of the beams and their width shall be 4,5 times the thick- hook scarf ness.

Fig. 1.27 10.4 The thickness of side walls and deck planking of the superstructure is given in Table 1.32. 9. Stem/sternpost and transom beam 10.5 Superstructure side walls with extra large 9.1 The height of the stem on the design water- windows are to be strengthened. line must be at least 1,2 times the height of the wooden keel in accordance with Table 1.31. Between 10.6 The spacing of the superstructure deck beams the rabbets the thickness of the stem shall be at least (cabin beams) shall be about 25 % less than the frame twice that of the shell planking. The width of the rab- spacing in accordance with Table 1.22; in the case of bet shall be at least 1,5 times the shell planking thick- plywood decks however the beam spacing may be ness. The leading edge of the stem and the trailing increased depending on the thickness of the deck and edge of the sternpost may be tapered. the camber of the cabin beam. The cabin beam scantlings are to be determined in accordance with Table 9.2 The stem scarfs shall be made as hook scarfs 1.28, based on their spacing and their length, but their or glued joints. The length of the scarf shall equal 6 section modulus may be 20 % less. times the stem height. In way of the rabbets, softwood stopwaters shall be fitted in the stem scarfs and the 10.7 Deck beams at the ends of apertures in the scarfs between stem and keel sole. cabin deck shall be reinforced or supported as appropriate to the length of the aperture. 9.3 If the mast stands on the stem, this shall to be reinforced in particular regarding its height; addition- 10.8 Hatch coamings shall be of adequate strength. ally a mast stool shall be provided. Mast steps may not be cut into the stem. 11. Bolting connection of structural members 9.4 If shafting is led through the sternpost, this shall be widened so as to leave at least 0,4 of the tabu- 11.1 General lar sternpost width either side of the stern tube where this is taken through. 11.1.1 The necessary data about interconnection of the individual members are given in Tables 1.33 to 9.5 Stems/sternposts may be glued together from 1.36. separate lamellated planks. 11.1.2 The bolts used shall be of sea water resistant 9.6 The transom beam shall be rigidly connected materials. to the sternpost. The cross section of the transom beam at the forward end and in the area where the 11.1.3 Nuts shall be of the same material as the rudder stock/tube is taken through must at least equal bolts, if possible. Washer diameters shall be about the square of the height of the stem in accordance with three times the bolt diameter; washer thickness about with 9.1. Towards the after end the cross section may 25 % of the bolt diameter. Chapter 3 Section 1 D Hull Structures I - Part 3 Page 1–50 GL 2003

11.2 Floors 11.4.3 If hanging knees are replaced by bulkheads, the connection of these to frame, shell, deck beam and 11.2.1 Number and diameter of the bolts connecting deck shall be of the same strength as would be that the floors to shell and keel are given in Table 1.34. with hanging knees.

11.2.2 Floors fitted alongside the frames shall be 11.4.4 The beam shelves shall be screwed to every fastened to the shell and the frames. They shall be frame. fastened to each shell plank by one bolt and to the frames by at least 3 or 4 bolts. 11.5 Deck beams 11.2.3 Steel floor plates shall be welded to the steel frames. 11.5.1 The gunwale/covering board is to be screwed to the shell. The diameters of the wood screws are 11.2.4 Frames in the afterbody extending from one given in Table 1.35. The length of the screws shall be side of the yacht to the other without any floors shall at least twice the thickness of the planks and the dis- be fastened to the transom beam by bolts in accor- tance between screws equal to twelve screw diame- dance with Table 1.34. ters. The gunwale/covering board shall be fastened to every deck beam. 11.3 Shell and frames 11.5.2 The deck planks shall be fastened to each 11.3.1 Each shell plank shall be fastened to each deck beam by screws or hidden nails. If the latter frame by at least 2 screws. The screws are to be stag- solution is used, and if the deck beam spacing is gered (zig-zag) to prevent the frames from splitting. greater than the tabular frame spacing, the planks shall Screw diameters are given in Table 1.35. additionally be fastened to one another sideways between the beams by a sea water resistant nail. The 11.3.2 The length of the wood screws shall be at ends of the deck planks shall have an adequate sup- least 2 to 2,5 times the thickness of the shell planks. porting surface.

11.3.3 The butt straps are to be fastened to each of 11.5.3 Deck margin planks shall be screwed to the the planks by screws of the same diameter as those for carlines/ledges and the deck beams. shell-to-frame connection in accordance with Table 1.35. 11.5.4 The screw diameters are given in Table 1.35. 11.3.4 If grown frames have butt-strapped joints, the straps shall be fastened to each frame part by 3 bolts in 11.5.5 The length of wood screws in solid wood the case of scantling numerals B/3 + H up to 2; by at decks is to be at least twice the plank thickness. 1 Screws in plywood decks may be shorter in line with least 4 bolts in the case of larger scantling numerals. the reduced thickness of the deck. 11.3.5 The shell planking shall be fastened to the wooden keel and the stem/sternpost by wood screws. 11.6 Diagonal braces These screws shall be at least of the same diameter and length as those between shell and frames. The Diagonal braces shall be fastened to the frames/deck distance between adjacent screws shall not be more beams and each shell or deck plank by at least one than 12 screw diameters. The screws are to be stag- screw in accordance with Table 1.35. gered to avoid the wood splitting. 12. Workmanship 11.3.6 Screws through the shell may be countersunk if they are capped with a plug whose height equals the screw shank diameter. 12.1 The workshops for building wooden yachts shall be fully enclosed spaces with heating as well as 11.4 Deck beams, hanging knees and beam supply and exhaust ventilation. If load bearing struc- shelves tural members of a yacht hull shall be glued or laminated, the requirements of E.3., E.4., E.5., E.6. and 11.4.1 Each deck beam is to be joined to the beam E.7. shall be observed. shelf; the half deck beams also to the carlines. In yachts up to an L (B/3 + H1) = 60, wood screws shall 12.2 The scantlings given in the Tables are mini- be used; in those with higher scantling numerals, bolts mum values. If required to guarantee the adequate and nuts shall be used. strength of a screwed/bolted or riveted connection between individual members, the component scant- 11.4.2 The hanging knees shall be fastened to the lings may have to be increased - e.g. for the connec- frames and deck beams by rivets or wood screws in tion of the shell to the stem and the sternpost, where a accordance with Table 1.36. rabbet of adequate width shall be provided. I - Part 3 Section 1 D Hull Structures Chapter 3 GL 2003 Page 1–51

provided where the rabbet crosses the scarf or a stop of the keel or stem/sternpost. Stopwaters should be of softwood, which does not rot much nor becomes brittle when air is excluded from it. Spruce or pine are suitable. Stopwaters shall have a diameter of at least 10 mm in small yachts; up to a maximum of 22 mm in large ones. They shall have a press fit, hammered in at width of rabbet totally dry state into clean holes cut with a sharp drill. Fig. 1.28 12.6 To allow for proper drainage of water to the 12.3 Load bearing structural members of a yacht bilges, and to prevent dirt accumulating in corners, shall be made with an adequate accuracy of fit. They care shall be taken to assure that any condensation or are to be preserved to prevent water penetration. leakage water can run down to the lowest point of the bilges, to the strum box. This means that limberholes 12.4 Holes for wood screws shall be drilled with a shall be provided in the floors, large enough to be conical drill. easily cleaned. Maximum attention shall be paid to the watertightness of hull and superstructure. It is therefore necessary to 12.7 Inside the yacht, good circulation of air take into consideration the properties of the wood, in through any areas and corners with a plank lining is to particular its swelling and shrinkage properties which be ensured by means of ventilation openings, finger- vary in the three dimensions, even when cutting the holes and by making clearance cuts. It is recom- component to size. As wood - in particular hardwood - mended that all joinery such as lockers, cupboards, swells and shrinks tangentially much more than ra- etc. be installed removable to permit subsequent con- dially, deck and shell planking, and that of watertight servation of the parts they conceal. bulkheads, shall consist of quartersawn (riftsawn) planks. It is advised to cut deadwood tangentially. 12.8 The connection between superstructure side- 12.5 To guarantee watertightness between the walls and deck shall be made with special care and scarfs of keel and stem/sternpost, stopwaters shall be using proven methods, to avoid any leaks. Chapter 3 Section 1 D Hull Structures I - Part 3 Page 1–52 GL 2003

Table 1.22 Beam shelves, bilge planks, shell and deck

L (B/3 + H1) Frame spacing Beam shelves Bilge planks Shell Deck

m2 mm cm2 cm2 mm mm 7 120 17 –– 11 18 8,5 130 19 –– 12 18 10 140 21 –– 13 18 11,5 150 24 –– 14 18 13 160 28 –– 15 18 14,5 170 31 –– 16 18 16 180 34 –– 17 18 17,5 190 37 –– 18 18 19 200 40 –– 19 18 20,5 210 43 –– 20 19 22 220 46 –– 21 20 23,5 230 49 –– 22 21 25 240 52 –– 23 22 27 250 56 –– 24 23 29 260 60 –– 25 24 31 270 64 –– 26 25 33 280 69 –– 27 26 35 285 73 –– 28 27 37 295 77 59 29 28 39 305 80 62 30 29 41 310 84 64 31 30 43 320 88 67 32 30 46 330 94 70 33 31 49 340 100 73 34 32 52 345 106 76 35 33 55 355 112 80 36 34 58 360 117 84 37 35 61 370 123 87 38 36 64 380 129 90 39 37 67 385 135 93 40 38 75 405 149 102 42 40 85 420 167 112 44 42 96 440 185 123 46 44 108 455 204 134 48 46 122 475 225 147 50 48 140 495 250 162 52 50 If the frame spacing is increased, the thickness of the shell planking and the deck is to be increased in the same ratio. A reduction of plank thickness and the deck are permissible if the frame spacing is reduced. The spacing given is for carvel built yachts. The frame spacing of clinker built yachts may be increased by 65 % whilst keeping the shell plank thickness at the value given in column 5.

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Table 1.23 Widths of shell- and strip deck planks

Max. widths of planks Plank thickness Shell Deck mm mm mm 12 75 to 85 40 16 85 to 100 42 20 100 to 110 46 25 110 to 120 50 30 120 to 135 54 36 130 to 150 57 41 140 to 160 60 46 150 to 170 62 52 160 to 180 64

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Table 1.24 Floors

Steel plate floors Wooden plank-floors B/3 + H1 Frame spacing Height Thickness Height Thickness

m mmmmmmmmmm 1,4 115 140 2,5 140 24 1,4 170 145 2,5 145 30 1,5 130 145 2,5 145 24 1,5 195 150 3 150 30 1,6 140 150 3 150 24 1,6 210 155 3 155 32 1,7 145 155 3 155 26 1,7 220 160 3,5 160 34 1,8 155 160 3,5 160 27 1,8 230 165 3,5 165 35 1,9 165 170 3,5 170 28 1,9 250 175 3,5 175 37 2,0 180 175 3,5 175 30 2,0 270 180 4 180 40 2,2 200 190 4 190 32 2,4 220 200 4 200 35 2,6 240 210 4 210 38 2,8 260 220 4 220 41 3,0 275 235 4 235 44 3,2 290 245 4 245 47 3,4 305 255 4 255 49 3,6 320 270 4,5 270 52 3,8 340 280 4,5 280 55 4,0 360 290 4,5 290 57 4,4 385 320 5 320 63 4,8 415 345 5 345 69 5,2 425 375 5 375 75 5,6 435 400 5,5 400 80 If the frame spacing is changed, the thickness of the floors is to be altered in the same ratio.

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Table 1.25 Floors

Angle bar Frame Flat bar steel floors Wooden floors floors B/3 + H1 spacing Arm length Throat Arm end W Height Thickness

mmmmmmmmmcm3 mm mm 1,4 115 175 22 ⋅ 5 17 ⋅ 4 0,60 37 15 1,4 170 175 23 ⋅ 7 20 ⋅ 5 0,85 48 18 1,5 130 180 20 ⋅ 7 17 ⋅ 5 0,92 46 17 1,5 195 180 25 ⋅ 8 24 ⋅ 5 1,37 53 23 1,6 140 190 21 ⋅ 8 20 ⋅ 5 1,27 50 20 1,6 210 190 26 ⋅ 10 22 ⋅ 7 1,90 58 28 1,7 145 200 26 ⋅ 7 22 ⋅ 5 1,54 53 23 1,7 220 200 28 ⋅ 10 24 ⋅ 7 2,30 68 27 1,8 155 210 26 ⋅ 8 21 ⋅ 6 1,95 58 25 1,8 230 210 31 ⋅ 10 28 ⋅ 7 2,90 77 28 1,9 165 225 30 ⋅ 8 24 ⋅ 6 2,38 63 27 1,9 250 225 36 ⋅ 10 31 ⋅ 7 3,60 82 31 2,0 180 235 26 ⋅ 10 22 ⋅ 7 2,88 69 29 2,0 270 235 36 ⋅ 12 32 ⋅ 8 4,35 89 33 2,2 200 260 33 ⋅ 10 28 ⋅ 7 3,92 82 32 2,4 220 280 37 ⋅ 12 33 ⋅ 8 4,65 91 37 2,6 240 300 38 ⋅ 14 31 ⋅ 10 6,02 98 44 2,8 260 320 44 ⋅ 14 37 ⋅ 10 7,40 100 50 3,0 275 340 47 ⋅ 15 35 ⋅ 12 8,66 109 54 3,2 290 360 9,91 118 58 3,4 305 380 11,40 125 62 3,6 320 400 13,20 131 67 3,8 340 420 14,60 141 71 4,0 360 440 17,70 150 75 4,4 385 480 21,00 167 84 4,8 415 520 24,40 180 93 5,2 425 560 27,50 195 99 5,6 435 600 29,80 209 101 If the frame spacing is changed, the thickness of the floors or the section moduli for steel angle bar floors given in column 6 are to be altered in the same ratio.

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Table 1.26 Frames: Section moduli without effective width of plate

Section moduli referred to a basic frame spacing of 100 mm

B/3 + H1 Curved Laminated Naturallygrown Steel profiles

W100 W100 W100 W100

m cm3 cm3 cm3 cm3 1,4 0,70 0,68 2,0 0,105 1,5 0,85 0,83 2,5 0,127 1,6 1,02 0,99 3,1 0,150 1,7 1,20 1,17 3,7 0,177 1,8 1,39 1,36 4,3 0,206 1,9 1,59 1,55 4,9 0,236 2,0 1,81 1,75 5,6 0,266 2,1 2,04 1,97 6,2 0,300 2,2 2,29 2,19 7,0 0,334 2,3 2,56 2,42 7,8 0,370 2,4 2,85 2,66 8,6 0,409 2,5 3,17 2,94 9,5 0,453 2,6 3,51 3,25 10,4 0,502 2,7 3,88 3,58 11,4 0,555 2,8 4,27 3,94 12,5 0,606 2,9 4,70 4,32 13,7 0,671 3,0 5,16 4,74 14,9 0,739 3,1 5,65 5,17 16,2 0,807 3,2 6,18 5,65 17,6 0,884 3,3 6,75 6,15 19,2 0,965 3,4 7,37 6,71 20,8 1,055 3,6 8,75 7,93 24,5 1,25 3,8 10,32 9,30 28,8 1,48 4,0 12,09 10,82 33,6 1,73 4,2 14,06 12,57 39,0 2,01 4,4 16,32 14,43 45,0 2,32 4,6 18,60 16,49 51,6 2,66 4,8 21,17 18,61 58,8 3,02 5,0 23,95 21,00 66,8 3,43 5,2 26,97 23,55 75,5 3,84 5,4 30,23 26,30 84,9 4,32 5,6 33,71 28,20 94,9 4,82 5,8 37,43 32,30 105,5 5,35 The frame section moduli are given for a basic spacing of 100 mm. If the spacing selected differs from that, the section moduli are to be increased in the same ratio.

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Table 1.27 Grown frames: section moduli and cross sections

W Breadth × Height

cm3 mm 3,00 23 ⋅ 28 / 23 3,60 24 ⋅ 30 / 24 4,44 26 ⋅ 32 / 26 5,23 27 ⋅ 34 / 27 6,05 28 ⋅ 36 / 28 7,21 30 ⋅ 38 / 30 8,54 32 ⋅ 40 / 32 9,97 33 ⋅ 42 / 33 11,20 35 ⋅ 44 / 35 12,86 36 ⋅ 46 / 36 14,60 38 ⋅ 48 / 38 16,69 40 ⋅ 50 / 40 18,50 41 ⋅ 52 / 41 20,9 43 ⋅ 54 / 43 23,0 44 ⋅ 56 / 44 25,2 45 ⋅ 58 / 45 28,2 47 ⋅ 60 / 47 32,4 49 ⋅ 63 / 49 37,0 51 ⋅ 66 / 51 42,9 54 ⋅ 69 / 54 48,5 56 ⋅ 72 / 56 54,3 58 ⋅ 75 / 58 61,0 60 ⋅ 78 / 60 68,0 62 ⋅ 81 / 62 75,4 64 ⋅ 84 / 64 84,5 67 ⋅ 87 / 67 93,0 69 ⋅ 90 / 69 106 72 ⋅ 94 / 72 120 75 ⋅ 98 / 75 135 78 ⋅ 102 / 78 149 80 ⋅ 106 / 80 167 83 ⋅ 110 / 83 186 86 ⋅ 114 / 86 209 90 ⋅ 118 / 90 232 93 ⋅ 122 / 93 254 95 ⋅ 126 / 95 276 98 ⋅ 130 / 98 303 101 ⋅ 134 / 101 328 103 ⋅ 138 / 103 358 106 ⋅ 142 / 106 The first height given for naturally grown frames is that in way of the floors, which may be gradually reduced to the second height towards the deck.

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Table 1.28 Deck beams, section moduli without effective width of plate

Section moduli referred to a basic beam spacing of 100 mm Beam length Wooden beams Laminated beams Steel sections Deck load

W100 W100 W100 p

m cm3 cm3 cm3 kN/m2 0,8 0,52 0,47 0,081 1,84 1,0 0,86 0,78 0,132 1,93 1,2 1,28 1,15 0,18 2,02 1,4 1,84 1,66 0,248 2,11 1,6 2,84 2,23 0,335 2,20 1,8 3,30 2,97 0,446 2,29 2,0 4,20 3,78 0,568 2,38 2,2 5,27 4,75 0,712 2,48 2,4 6,52 5,87 0,882 2,57 2,6 7,90 7,10 1,068 2,67 2,8 9,51 8,56 1,29 2,75 3,0 11,25 10,25 1,52 2,84 3,2 13,25 11,92 1,79 2,94 3,4 15,44 13,90 2,09 3,04 3,6 17,80 16,00 2,41 3,12 3,8 20,40 18,35 2,76 3,22 4,0 23,30 20,95 3,15 3,30 4,2 26,40 23,75 3,57 3,40 4,4 29,75 26,80 4,02 3,49 4,6 33,30 30,00 4,50 3,59 4,8 37,20 33,50 5,03 3,67 5,0 41,40 37,30 5,60 3,76 5,2 45,70 41,10 6,18 3,85 5,4 50,50 45,40 6,82 3,95 5,6 55,60 50,00 7,51 4,05 5,8 61,20 55,00 8,27 4,13 6,0 67,30 60,50 9,10 4,23 6,2 73,50 66,00 9,94 4,33 6,4 79,70 71,60 10,79 4,42 6,6 86,50 77,80 11,63 4,52 For each beam the section moduli may be determined on the basis of its specific length, but lengths less than half the breadth of the craft should not be inserted. The section moduli are given for a basic beam spacing of 100 mm; they shall be increased in the ratio of the selected spacing to the basic spacing. Additionally, for beams shorter than the craft breadth B the section moduli shall be multiplied by the deck loading p1 corresponding to the breadth B and be divided by the deck load p2 corresponding to the beam length in question. Example: Beam length = 2,40 m Breadth B = 4,00 m Beam spacing = 370 mm W100 =6,52cm3 p1 =3,30kN/m2 p2 =2,57kN/m2 3, 30 W = 6,52⋅= 3,7 31 cm3 2,57

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Table 1.29 Diagonal braces and number of hanging knees

L (B/3 + H1) Diagonal braces Hanging knees

m2 mm number to 13 –– 3 to 20 –– 4 to 27 –– 5 to 30 –– 6 to 35 50 ⋅ 4 6 to 40 50 ⋅ 4 6 to 45 60 ⋅ 4 6 to 50 50 ⋅ 4,5 7 60 80 ⋅ 4,5 7 70 90 ⋅ 5 8 80 100 ⋅ 5 8 90 100 ⋅ 6 9 100 110 ⋅ 6 9 110 120 ⋅ 6 10 120 130 ⋅ 6 10 130 145 ⋅ 6 11

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Table 1.30 Scantlings of hanging knees

Flat bar steel knee 1 Angle bar Bracket Wooden Leg B/3 + H Arm length Knee length 1 Width × Thickness W Thickness Thickness

mmmcm3 mm mm mm mm 1,60 19 ⋅ 7 0,8 290 2,5 16 85 1,75 19 ⋅ 8 0,9 300 2,5 18 95 1,90 22 ⋅ 8 1,0 310 2,5 20 105 2,10 25 ⋅ 9 1,3 325 3 22 115 2,30 26 ⋅ 11 1,6 340 3 26 130 2,50 28 ⋅ 12 1,8 360 3,5 28 145 2,70 30 ⋅ 13 2,1 380 3,5 30 160 2,90 30 ⋅ 15 2,4 400 3,5 32 175 3,15 33 ⋅ 16 2,8 420 4 35 190 3,40 37 ⋅ 17 3,3 440 4 38 205 3,65 40 ⋅ 18 3,7 460 4 41 220 3,90 44 ⋅ 19 4,1 480 4 44 235 4,15 47 ⋅ 21 4,7 500 5 47 250 4,40 49 ⋅ 23 5,3 520 5 50 265 4,65 53 ⋅ 24 5,8 540 5 53 280 4,90 55 ⋅ 26 6,5 560 5 56 300 5,20 60 ⋅ 27 7,3 580 6 59 320 5,50 65 ⋅ 28 8,2 600 6 62 340 5,80 66 ⋅ 30 9,0 620 6 65 360 1 Width and height apply to the throat of the flat bar knee. The cross section may be gradually reduced to 40 % of the cross section at the throat, from the first third of the length onwards towards the end.

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Table 1.31 Wooden keel and stem/sternpost

Sailing yachts Wooden keel amidships Motor yachts L (B/3 + H1) width height 1 width

m2 mm mm mm 7 123 57 123 8 131 59 131 9 139 61 139 10 145 64 145 11 152 66 152 12 159 68 159 13 165 70 165 14,5 175 74 172 16 185 77 178 17,5 195 81 182 19 205 84 185 20,5 214 87 187 22 223 90 189 23,5 232 93 191 25 241 96 193 26,5 248 99 195 28 255 102 196 29,5 262 105 197 31 269 108 198 32,5 275 111 199 34 282 114 200 35,5 288 117 201 37 294 119 202 39 301 122 203 41 309 125 204 43 315 128 205 45 323 131 206 47 330 134 207 49 337 137 208 51 342 140 209 54 350 144 210 57 358 147 212 60 366 151 213 63 374 155 214 66 381 158 215 69 387 161 216 72 394 164 217 76 401 168 218 80 409 171 219 84 416 175 220 88 424 179 222

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Table 1.31 Wooden keel and stem/sternpost (continued)

Sailing yachts Wooden keel amidships Motor yachts L (B/3 + H1) width height 1 width

m2 mm mm mm 92 431 182 224 96 439 185 226 100 446 188 228 105 454 192 230 110 461 195 233 115 469 198 236 120 476 201 239 125 483 204 242 130 490 207 245 135 497 210 248 140 505 213 251 Towards the ends, the width of the wooden keel may be tapered off to that of the stem/sternpost. The height of laminated wooden keels may be reduced by 5 %.

1 Applies to sailing and motor yachts.

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Table 1.32 Superstructure, carlines

Superstructure side walls Superstructure deck L (B/3 + H1) Carlines Solid wood Plywood Solid wood Plywood

m2 mm mm mm mm cm2 7189 8 6 7 8,51810867 10 19 11 9 6 9 11,5 19 12 9 6 11 13 20 13 10 6 12 14,5 20 13 10 7 13 16 21 14 11 7 14 17,5 21 14 12 8 15 19 22 15 12 8 16 20,5 22 15 13 8 17 22 23 15 14 9 18 23,5 23 15 14 9 19 25 23 15 15 10 20 27 24 16 15 10 21 29 24 16 16 10 22 31 24 16 16 11 23 33 24 16 17 11 24 35 24 18 17 11 25 37 25 18 18 11 26 39 25 18 12 26 41 25 19 12 27 43 25 19 12 28 46 25 20 13 29 49 26 20 13 30 52 26 21 13 31 55 26 21 13 32 58 27 21 14 33 61 27 22 14 34 64 27 22 14 35 67 27 23 15 36 71 28 23 15 37 75 28 24 15 38 80 29 24 15 39 85 29 24 16 40 90 30 25 16 41 96 30 25 16 42 102 31 25 16 43 108 31 26 16 44 115 32 26 17 45 122 33 27 17 45 130 34 27 17 46 140 35 27 17 47

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Table 1.33 Bolting-up keel, stem/sternpost, deadwood, transom beam, etc.

Keel, stem/sternpost, L (B/3 + H ) Horizontal knee 1 deadwood, transom beam

m2 Bolt diameter in mm ∅ to 10 9 6 10 to 12 10 6 12 to 15 11 6 15 to 19 12 6 19 to 23 13 8 23 to 28 14 8 28 to 32 15 8 32 to 37 16 8 37 to 41 17 8 41 to 46 18 8 46 to 60 20 10 60 to 75 22 10 75 to 140 25 10

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Table 1.34 Connecting floors with keel and shell and frames

Bolts Bolts

In the throat B/3 + H1 In the arms for 0,8 LWL at the ends of the yacht

Number mm ∅ Number mm ∅ Number mm ∅ to 1,5 3 5,5 1 8 1 8 1,5 to 1,75 3 5,5 2 8 1 8 1,75 to 1,9 3 6 2 8 1 9 1,9to2,1362919 2,1 to 2,3 4 6 2 9 1 10

2,3 to 2,5 4 6,5 2 10 1 10 3 9 2 7 2 11 1 11 2,5 to 2,7 4 7 3 10 2 8 2 11 1 11 2,7 to 2,9 4 8 3 10 2 8 2 12 1 12 2,9 to 3,15 4 9 3 11 2 9

3,15 to 3,4 4 9 2 12 1 12 3 11 2 9 2 13 1 13 3,4 to 3,65 5 10 3 12 2 9 2 14 1 14 3,65 to 3,9 5 10 3 13 2 10 2 15 1 15 3,9 to 4,15 5 11 3 14 2 11 4,15 to 4,4 5 11 3 15 2 12 4,4 to 4,65 5 12 3 16 2 13 4,65 to 4,9 5 12 3 17 2 14 4,9 to 5,2 5 13 3 18 2 15 5,2 to 5,5 5 14 3 19 2 16 5,5 to 5,8 5 15 3 20 2 17

Chapter 3 Section 1 D Hull Structures I - Part 3 Page 1–66 GL 2003

Table 1.35 Screws in shell and deck

Deck planks to deck and Plank thickness Shell with frames Screws shell beams screws

mm mm ∅ mm ∅ to 15 4 4 15 to 17 4 4 17 to 19 4,5 4 19 to 23 5 4,5 23 to 26 5,5 5 26 to 29 6 5,5 29 to 32 6,5 6 32 to 35 7,5 7 35 to 38 8 7,5 38 to 41 8,5 8 41 to 44 9 8,5 44 to 47 10 9 47 to 50 10,5 9,5 50 to 53 11 10

Table 1.36 Screwing hanging knees and shelves to frames and deck beams

B/3 + H1 Screws Number m mm ∅ to 1,5 3 4,5 1,5 to 1,75 3 5 1,75 to 1,9 3 5,5 1,9 to 2,1 3 6 2,1 to 2,3 3 7 2,3 to 2,5 4 8 2,5 to 2,7 4 8 2,7 to 2,9 4 9 2,9 to 3,15 4 10 3,15 to 3,4 4 10 3,4 to 3,65 5 11 3,65 to 3,9 5 11 3,9 to 4,15 5 12 4,15 to 4,4 5 12 4,4 to 4,65 6 13 4,65 to 4,9 6 13 4,9 to 5,2 6 14 5,2 to 5,5 6 15 5,5 to 5,8 6 16

I - Part 3 Section 1 E Hull Structures Chapter 3 GL 2003 Page 1–67

E. Cold-Moulded Wood Construction given to branches/knots whose maximum diameter is less than 5 mm if they are firmly 1. General growth-bonded to the surrounding wood. A cold moulded wood laminate consists of at least 3. Glues and adhesives three layers of veneer/lamellae of the same wood or of timber with similar mechanical properties. The plies are glued together in layers on a mould, or on a core or 3.1 Requirements a wooden frame/bulkhead system integral with the Only mixed adhesives (phenolic and epoxy resins) and strength structure, the fibres in successive layers lying glues tested and approved by GL may be used. Adhe- at an angle of 45 – 90° to one another. Side and/or sives and glues shall have passed the tests in accor- edge surfaces of the individual strips of veneer are dance with section 2 of DIN 68141 - "Prüfung von additionally glued to one another. Internal structural Leimen und Leimverbindungen für tragende Holzbau- members with larger cross sectional dimensions such teile" (Testing of glues and adhesive combinations for as keel, beam shelves, frames or stringers and deck load bearing wooden components). Relevant confir- beams are made up of lamellae of wood, glued to- mation and/or test certificates are to be submitted to gether. GL.

2. Wood In accordance with current practice, mixed adhesives will hereinafter also be referred to as glues. Any of the timbers suitable for boat building may be used. Their bulk density should be greater than 3.2 Storage, application 0,56 g/cm3 with a moisture content of 12 %. The rules of the producers of the glue regarding stor- Timber envisaged for use in this type of construction age and use of the glues and hardeners shall be ob- is to be cut in such a way that the inclination of the served. annual rings is no less than 30°, i.e. the angle between the flattest annual ring/its chord, and the face of a Glues and hardeners are to be stored in their original lamella or strip of veneer must not be less than 30°. containers well sealed in a cool, dry place. The indi- The fibres shall be oriented parallel to the edge of a cated shelf life must not be surpassed. lamella, if possible. Veneers for making plating may be sliced or sawn. 4. Principles for making glued wood joints The timber shall be free from unacceptable characteristics or defects that might impair the quality. 4.1 Preparation of the components Unacceptable defects in the wood are: 4.1.1 The moisture content of the components to be – blueing glued must meet the following requirements: – brittleness When being glued the wood moisture content must not – rot be less than 8 % and not more than 14 %. – cracks, except for natural (air) cracks in the The moisture content of components to be glued to- inner layers of multi-ply wood or plywood, pro- gether is to be roughly equal; the difference may not vided their depth does not exceed 2/3 of the exceed 4 %. thickness of the veneer. – sapwood The final moisture content of the timber shall always be controlled before any further working/glueing. Wood with defects and growth damage which shows up during cutting to size must not be used for load 4.1.2 Temperature of the wood bearing structural members. The temperature of the surfaces to be glued must Conditionally acceptable defects in the wood are match that of the environment; this must not be less branches/knots if: than 15 °C. – their maximum cross sectional extent (visible extent) does not exceed 10 mm, 4.1.3 Condition of the surfaces to be glued – they are firmly growth-bonded to the surround- Surfaces to be glued must be free from any kind of ing wood (loose knots are to be replaced by foreign substance or contamination (e.g. grease, oil, plugs), paint, dirt, dust, wood or metal chips). – their distance from each other is no less than Components to be glued shall be free from wood pre- 500 mm, servatives. In exceptional cases, i.e. if the components – their distance from the edge of the component or are treated with preservatives before glueing, the com- veneer is not less than their maximum cross sec- patibility of these preservatives with the glue to be tional dimension. No consideration need be used shall be demonstrated to GL by a procedure test. Chapter 3 Section 1 E Hull Structures I - Part 3 Page 1–68 GL 2003

Note: 3rd layer: 90° to previous layer or in line with hull axis Tests are to be carried out in accordance with DIN 52179. A list of adhesives and wood preservatives In the case of planking of greater thickness, the layers which have passed this test can be obtained from the of veneer after the 2nd one are glued onto the mould FMPA Baden-Würtemberg, Stuttgart. each 90° out from the previous one.

4.2 Environmental conditions 6.2 Lamellated internal structural members The thickness of individual layers depends on the size The ambient air temperature must not drop below 15 °C during glueing and curing. The air humidity and shape of the component and lies between 5 and 25 mm. shall be at least 45 %. 6.3 Bending radii 4.3 Preparation of the glue and glueing The bending radius of an individual veneer or The glue is to be made up in accordance with the ply/layer must not be lower than the following value: mamufacturer's instructions and the usage guidelines shall be observed. r=⋅ t 110[ mm]

4.4 Applying the glue, surplus glue, joint t = thickness of the individual veneer

The glue ready for use is applied evenly with (e.g.) a 6.4 Component connections roller or paint brush or other means to both surfaces to be joined. Sufficient glue is to be applied for a little The length of spliced/scarified joints must be at least surplus to be squeezed out of the joint when this is 8 times the height. subject to pressure. The aim should be a thin joint; Unidirectional components or laminae may be glued joints more than 1 mm thick are not permitted. During together using interlocking wedge shaped dovetails the time under pressure, care shall be taken to assure with the same pitch and profile. In doing so, the fol- that the pressure on the veneers to be joined is ade- lowing principles shall be observed: quate. – dovetail profiles must correspond to the stress group I according to DIN 68140. 5. Works prerequisites and quality assurance – Only width dovetailing may be used. Companies producing wooden hulls and components – Dovetail joints of successive laminae shall be cold moulded by glueing shall be qualified for the staggered by at least 20 dovetail lengths; these work to be carried out regarding their workshop must not be used in outer layers of shell and equipment, internal quality control, manufacturing deck nor in inner layers of the shell around the process as well as the training and qualification of the bilges. personnel carrying out and supervising the work. Pro- viding the prerequisites for approval have been met, Load carrying components shall be glued at the cor- suitability will be certified for the works on applica- ners with the aid of beads or clips. tion by a GL shop approval. The area of the surfaces to be glued depends on the binding strength τB (DIN 68141) of the glue and on 6. Construction the load.

6.1 Lamellated panels Component connections of novel design about which there is not sufficient practical experience require Shell, deck and cabin/superstructure panels shall meet special proof of their strength. Such proof may be the following requirements: provided mathematically or by the results of a procedure test carried out in the presence of the GL sur- The thickness of a layer of veneer should not be more veyor or by an official material testing establishment. than 1/3 of the thickness of the laminated component. In the case of three layer laminated panels, the follow- 7. Details of design and construction ing directions of the veneer layers referred to the lon- In areas where concentrated forces are introduced into gitudinal axis of the hull are recommended: the structure from rig, rudder, fin keel, propulsion 1st layer: 45° units, etc. hulls shall be designed as appropriate for the forces arising and shall be locally reinforced, if neces- 2nd layer: 90° to 1st layer sary. I - Part 3 Section 1 E Hull Structures Chapter 3 GL 2003 Page 1–69

In the case of special designs GL reserves the right to Stem head call for mathematical proof of adequate structural Stem foot and sternpost safety. Materials suitable for sea water shall be used heights and Scantling heights and for screwed and bolted joints. widths 1 length widths 1

L Sailing Motor Sailing Motor 8. Determination of component scantlings yachts yachts yachts yachts

[m] [mm] [mm] [mm] 2 8.1 Principles [cm ] 6 90 75 75 75 The tabular scantlings of keel, stem/sternpost and 8 105 90 90 85 beam shelves apply to lamellated and solid wood 10 120 110 100 95 constructions using timber with a density of 12 140 125 115 105 0,56 g/cm3. If it is intended to use timber of a different 14 155 140 125 115 density, the cross sectional areas of the components 16 170 160 140 125 are to be multiplied by the following factor: 18 190 175 150 140 20 205 195 165 150 0,56 22 220 210 175 160 ks = 24 240 230 190 170 ρ 26 255 245 200 180 28 270 260 215 190 ρ = density of the wood intended to be used 30 290 280 230 200 [g/cm3] 1 Widths are to be measured halfway up the profile

Data concerning the density of wood with reference to the determination of component scantlings apply for a moisture content of 12 – 15 % in accordance with DIN 52183. Note regarding keel scantlings 8.2 Keel and stem/sternpost In the case of motor yachts the width of the keel must The scantlings are to be determined in accordance not be less than its height. The height of the external with the following Tables: keel necessary shall be at least twice the shell thickness. Keel Scantling Sailing yachts Motor yachts The scantlings apply to laminated and solid wood length construction using timber with a density of 0,56 g/cm3. amidships amidships

cross- L height width height section 1 The tabular height of the keel applies over its entire length; its width may be tapered off towards the ends [m] [mm] [mm] [mm] [cm2] to that of the stem/sternpost. 6 75 150 70 80 8 90 185 80 130 In the case of keel/centreboard yachts the cross sec- 10 110 220 90 190 tion in way of the centreboard case shall be increased 12 125 255 105 250 so that the structural member is not weakened. This 14 140 285 115 310 also applies where propeller shafts, rudder stocks, etc. 16 160 320 125 380 are passing through a structural member. 18 175 355 140 450 20 195 385 150 520 22 210 410 165 600 24 230 435 180 690 26 245 455 190 770 8.3 Beam shelves 28 260 470 205 860 30 280 480 220 950 The scantlings are recommended to be in accordance 1 Applies to internal and external keels. with the following Table: Chapter 3 Section 1 E Hull Structures I - Part 3 Page 1–70 GL 2003

σ = average breaking strength for tension/com- Scantling Beam shelf cross section Rm pression in accordance with Table C.7. in length Annex C L Sailing yachts Motor yachts σk = stress in the individual layer [m] [cm2] [cm2] Pbz⋅⋅⋅2 E 6 29 32 = dkk⋅⋅8, 33 10−52⎡⎤ N mm ⎣⎦ 8 40 40 Σ⋅EIkk 10 50 50 12 70 60 Pd = shell loading in accordance with A.1.9 14 90 80 b = principal unsupported panel dimension 16 110 100 18 130 110 The principal unsupported panel dimension is defined as the dimension [mm] of the panel 20 150 130 in the direction of greater bending stiffness. 22 170 150 24 190 170 zk = distance of the individual layer from the 26 220 190 neutral fibre 28 250 210 Ek = Young's modulus of the individual layer in 30 280 240 the direction of the unsupported panel dimen-

sion b With decks of scarified plywood the cross section of E the beam shelf's may be reduced in consultation with = L ⎡⎤Nmm2 ⎣⎦ GL. 44EELL1 ⎡⎤ 2 cos()ϕ+ sin() ϕ+⎢⎥ −μ 2TL sin() 2 ϕ E4GTc⎣⎦ LT 8.4 Shell, deck, bulkheads Ik = moment of inertia of the individual layer, referred to the neutral fibre 8.4.1 Scantling determination with ultimate bending stress determined by experiment t 3 2 kk⎛⎞t ⎡⎤4 Thickness of plating must not be less than Iztmmkkk=+−⎜⎟ ⋅ 12⎝⎠ 2 ⎣⎦

Pd t=⋅⋅⋅ 0,0452f k b [mm] EL = Young's modulus parallel to the direction of σRm the fibres [N/mm2] in accordance with Table C.7. in Annex C fk = factor for curved plate panels in accordance 2 with B.4.4.2.4 ETc = 0,8 ⋅ ET [N/mm ]

Pd = loading of component in question in accor- ET = Young's modulus perpendicular to the direc- dance with A.1.9 tion of the fibres [N/mm2] in accordance with Table C.7. in Annex C Definition of the components logically as in Figs. 1.19 and 1.21. GLT = shear modulus in accordance with Table C.7. in Annex C σ = ultimate bending strength of wood composite Rm μ = transverse contraction with Table C.7. in [N/mm2] determined by experiment TL Annex C

8.4.2 Scantling determination by mathematical ϕ = angle [°] of the veneer referred to the direc- proof tion of the unsupported panel dimension b

Mathematical proof of the permissible bending ∑⋅tES ⋅ S=kkk[] mm stresses of individual layers of veneer of the shell may n ∑⋅tE be provided using the following formula: kk

S = span [mm] between center of individual layer σ≤σkzul k and basis

σzul = 0,25 ⋅ σRm Sn = span [mm] between neutral fibre and basis I - Part 3 Section 1 F Hull Structures Chapter 3 GL 2003 Page 1–71

tk = thickness of the individual layer of veneer 2. Principles of scantling determination [mm]

Shell plating is to be stiffened by a system of longitudinal frames and transverse bulkheads or web frames. 2.1 The scantling determination of the principal Decks are stiffened in accordance with the transverse structural members of pleasure craft hulls is based on and/or longitudinal framing method. the main dimensions and loads in accordance with A.

8.5 Floors, frames and bulkhead stiffeners

The section moduli are to be determined from Tables 2.2 Determination of component scantlings of the 1.11, 1.12, 1.13, 1.15 and 1.18 and multiplied by the principal structural members of the hull is to be based material characteristic k10. on the formulae in accordance with Tables 1.37 – 1.51. 152 k10 = σRM

2.3 For dimensioning rudders, shaft brackets, σ = ultimate stress of wood laminate ⎡⎤ N mm2 Rm ⎣⎦ballast keel bolts and tanks, see A. These calculated section moduli apply to lamellated constructions. If the mast stands on the keel, a keelson or mast stool 2.4 Notes for scantling determination of the hulls shall be provided so that the pressure from the mast is of workboats up to L = 15 m. The scantlings deter- transmitted to the keel via several floors. This applies mined are to be multiplied by the following supple- in principle also to masts mounted on the deck, whose mentary factors: supports shall be given appropriate rests. For sailing yachts with ballast keel the floors shall be reinforced in way of keel in accordance with B.7.1.9. 1,20 for plate thicknesses k t 1,44 for section moduli. k k t z k k z

t 2.5 Permissible stresses k z k

neutral s k

fibre s k If structural members of a metallic vessel's hull are to s be determined by direct calculation, the stresses shall k t n k not exceed the following values. s z k s

Fig. 1.29 2.6 The scantlings of structural members and components are to be determined by direct calculation if the craft is of unusual design or has principal scantlings of unusual proportions.

F. Metal Hulls 2.7 Rounding off tolerances 1. Scope

1.1 In addition to pleasure craft hulls with L If dimensions other than round millimetres or half between 6 m and 24 m these rules may also be used to millimetres are arrived at in determining the scantlings determine the hull scantlings of workboats up to 15 m of components, these may up to 0,2 or 0,7 be rounded in length, provided supplementary factors in accor- off to millimetres/half millimetres; beyond 0,2/0,7 dance with 2.4 are applied. they shall be rounded up. Chapter 3 Section 1 F Hull Structures I - Part 3 Page 1–72 GL 2003

Table 1.37 for round bar under tensile stress.

3 Permissible stresses ddkmm31=⋅ [] [N/mm2] Member for rudder stocks and round bar under bending stress 1 σb τ σv where:

Bottom long. frames; 180 635 Side long. frames k = 150 100 k RReH+ m Long. girders k k Floors 230 2 ReH = yield strength of material used in [N/mm ] Bottom transverses k R = ultimate tensile strength of material used in 150 100 180 m Web frames [N/mm2] k k k 180 110 200 3.3.3 If the sea water resistant aluminium alloys Transverse frames k k k listed in the materials regulations are used for hull members, the material factor k shall be calculated Deck transverses 150 100 180 using the following formula: Deck beams Deck girders k k k 635 1 k = 2 2 RRp0,2+ m Equivalent stress: σστv =+b 3 k = Material factor acc. to 3.3 Rp0,2 = 0,2 % yield strength of the aluminium alloy

in [N/mm2]

3. Properties of materials Rm = ultimate tensile strength of the aluminium alloy in [N/mm2] 3.1 The formulae for calculating component scantlings embody the mechanical characteristics of In the case of welded connections, the appropriate ordinary hull structural steel. mechanical properties of the welded condition are to be inserted (see Table 1.38). If these values are not 3.2 Ordinary hull structural steel is taken to mean available, the properties of the material's "soft"- 2 steel whose yield strength ReH is at least 235 N/mm condition are to be inserted. 2 and whose ultimate tensile strength Rm is 400 N/mm . 4. Welding 3.3 Material factor The materials for the components indicated shall com- 3.3.1 The material factor k in the formulae of the ply with the Rules for Classification and Construction, subsequent sections is to be entered at 1,0 if ordinary II – Materials and Welding, Part 1 and 3. Excerpts hull structural steel is used, according to 3.2. from these are listed in Annex B to D. Materials whose properties differ from those in these rules may 3.3.2 If materials with comparatively higher or only be used if specially approved. lower mechanical properties are intended to be used and the material factor k is not already taken into account with the corresponding formulae, component 5. Bulkheads thicknesses, section moduli or diameters are to be multiplied by the coefficient k as follows: 5.1 Bulkhead plating

Plate thicknesses: The thickness of the bulkhead plating shall not be less than ttkmm21=⋅ [] sahkCmm=⋅1 ⋅⋅[] Section moduli:

WWkcm=⋅⎡⎤3 a = stiffener spacing in [m] 21⎣⎦ h1 = pressure head in [m] measured from bulkhead Diameter: bottom edge up to bulkhead deck

ddkmm21=⋅ [] k = material factor I - Part 3 Section 1 F Hull Structures Chapter 3 GL 2003 Page 1–73

The following values for C apply: 6. Shell

Collision Other 6.1 The thickness of side and bottom plating is to bulkhead bulkheads be determined in accordance with Table 1.39. Stiffeners simply supported both sides 4,00 2,90 6.2 Bottom plating extends up to 150 mm above the waterline. Stiffeners fixed both sides by bracket plates 2,03 1,45 In the case of hard chine hulls, the bottom plating extends to the chine or to 150 mm above the waterline, whichever is the higher. The bulkhead plating need not be thicker than the shell if frame spacing and stiffener spacing correspond. 6.3 Curved plate panels

5.2 Bulkhead stiffeners When dimensioning plate panels with simple convex curvature, the effect of the curvature may be taken The section moduli of the stiffeners shall not be less into account by the correction factor fk. than The basic value for the scantling determination is the WkCah0,5cm=⋅⋅ + ⋅A23⎡⎤ thickness required in accordance with Table 1.39. ()2 ⎣⎦ h = pressure head in [m] measured from the cen- The shell thicknesses are to be corrected by multiply- 2 ing by the curvature factor f . ter of the stiffener up to the bulkhead deck k This factor shall be taken from the following Table. A = length of stiffener in [m].

The section moduli of stiffeners applies in conjunction h/s f with the effective width of plating. k 0 – 0,03 1,0 5.2.1 If bulkhead stiffeners are fixed by end brack- h ets, the vertical leg of the bracket shall be at least 0,03 – 0,1 11, −⋅ 3 s 1,5 times the stiffener depth. The horizontal leg shall ≥ 0,1 0,8 be extended to appox. 15 mm of the nearest floor/deck beam. Bracket thickness shall equal stiffener thickness.

5.2.2 Bulkhead stiffeners without brackets are to be considered simply supported. Such stiffeners are to be extended to approx. 15 mm to the deck or shell respec- s tively.

5.2.3 If longitudinal bottom frames and deck h beams are used, the bulkhead stiffeners shall be arranged in the same plane as these and shall be connected to them by brackets.

5.2.4 Stiffeners interrupted by watertight doors etc. are to be supported by carlings or transverse stiffeners.

5.2.5 Bulkhead stiffeners underneath deck girders or subject to large individual loads are to be dimen- Fig. 1.30 sioned like pillars in accordance with 10.6. 6.4 Rubbing strake, rub rail 5.3 Non-watertight bulkheads It is recommended that a rubbing strake be provided at Components of non-watertight transverse or longitu- the level where the shell is broadest. Craft which on dinal bulkheads, wing bulkheads or such which serve account of their special purpose have to go alongside to stiffen the hull are to be dimensioned in accordance frequently (workboats) should be given adequately with the same formulae. dimensioned rub rails. Chapter 3 Section 1 F Hull Structures I - Part 3 Page 1–74 GL 2003

Table 1.38

Strengths (minimum values) of inert-gas welded aluminium sheets and profiles (MIG)

2 2 Component Rm N/mm Rp0,2 N/mm k Al Mg 3 all conditions 190 80 2,35 Sheets Al Mg 4,5 Mn all conditions 275 125 1,59 Al Mg 3 F 18 190 80 2,35 Al Mg 4,5 Mn F 27 275 125 1,59 Profiles Al Mg Si 0,5 F 22 – 25 110 70 3,53 Al Mg Si 1 F 28 – 31 185 125 2,05

6.5 Reinforcements

6.5.1 In way of sternpost, shaft brackets and stabi- a lisers heavier plating shall be fitted, 1,5 times as thick a as the bottom plating.

a a 6.5.2 In the case of flat bottomed motor craft, the area of the plating panels above and forward of the propellers is to be reduced by fitting intercostal car- a lines. increase of the turning moment with the chine angle 6.5.3 The sea chests plating must be 2 mm thicker than the shell bottom plating. 4.0 3,937 3.5 6.6 Apertures in the shell 3.0 2,387 W If apertures for windows, hawsepipes, discharges, sea 2.5 cocks, etc. are cut into the shell, any corners have to be rounded carefully. 2.0 Factor K 1,512 1.5 1,227 1,125 1,075 1,040 6.7 Shell plating of hard chined hulls 1,010 1,020 1.0 90 120 150 180 In hard chined construction, the chine may be consid- chine angle in degrees ered as load bearing provided the plate thicknesses are arrived at as follows: Fig. 1.31

ttkmmkorr=⋅ w [] 7. Bulwarks t = plate thickness in accordance with Table 1.39 [mm] 7.1 The bulwarks may not be thinner than the shell side plating in accordance with Table 1.39. kw = hard chine correction factor in accordance with Fig. 1.31 for equidistant chines Superstructure bulwarks may be 0,5 mm thinner. I - Part 3 Section 1 F Hull Structures Chapter 3 GL 2003 Page 1–75

7.2 The bulwarks shall have a bulwark profile on n = number of floors in way of ballast keel top. k = material factor 7.3 The bulwarks must be given a support at every second frame. The supports are to be arranged 8.2.3 Where there is a sharp deadrise, the required on top of deck beams, frame knees or carlines. section modulus W shall still be present at a distance of b/4 from the centreline where b is the distance between port and starboard edge of the respective floor. 7.4 The supports are to be dimensioned on the basis of strength calculations, the loads being deter- 8.2.4 The thickness t of the floor web is not to be mined as follows: less than

Loading [kN/m2] t1,1=⋅⋅+L k1mm[] Member ≥ 0,75 L ÷ 0,75 L ÷ tmin = 4 mm forward aft 8.2.5 Floors, bottom longitudinal and bottom trans- Main deck Pd 0,75 ⋅ Pd verse girders shall have a top chord if their length is greater than 100 times the plate thickness. If this is a Deckhouse flange, its width is to be 10 times the thickness of the PdD Wheelhouse top web. P = shell side load in accordance with A. d 8.2.6 The floor chords/flanges shall be continuous PdD = deck loading depending on type of craft over the unsupported length. If they are interrupted at the centreline girder, they shall be joined to the flange of that girder with a continuous weld. The stress values in accordance with 2.5 must not be exceeded. 8.2.7 The connection of the frames to the floors and bracket plates shall be made in accordance with the construction sketches, and using the dimensional 8. Bottom structure data, displayed in Fig. 1.32.

8.1 General 8.2.8 Within 0,6 B midships, floors may have lightening holes no greater in height than 50 %, and no 8.1.1 The structural members may be arranged greater in length than 100 % of the web height of the either on the transverse frame principle or the longitu- particular floor. dinal frame principle, or on a mixture of the two. 8.2.9 Floors are to be continuous from one side to 8.1.2 The bottom structure shall have limberholes the other. to permit uninterrupted flow of the bilge water to the bilge pumps. 8.3 Bottom transverse girders Bilges in way of the engine shall be made oiltight. Regarding oil recovery equipment in machinery 8.3.1 If the bottom of the craft is stiffened by longi- spaces see Section 3, A.3.5. tudinal frames, these are to be braced by bottom transverse girders in accordance with Table 1.40. 8.2 Floors 8.3.2 If side frames join onto the bottom trans- 8.2.1 In the case of transverse frame construction, verse girders, the section modulus of the frames must floors are to be arranged at every frame. not be less than evaluated acc. to Table 1.42.

8.2.2 The section modulus of the floors is to be 8.4 Centreline girder determined using Table 1.40. In case of sailing yachts the section modulus of the floors in way of the ballast 8.4.1 All craft whose length exceeds 15 m shall keel must be increased by have a centreline girder. Centreline girders shall be extended forward and aft as far as possible. Gh⋅ W = Centreline girders may be omitted in way of motor k 150 k⋅ n () craft box keels and fins of sailing craft and motorsail- G = weight of ballast keel [N] ers. h = distance keel floor to the keel's centre of 8.4.2 The centreline girder's scantlings are to match gravity [m] those of the floors in accordance with Table 1.40. Chapter 3 Section 1 F Hull Structures I - Part 3 Page 1–76 GL 2003

Table 1.39

Shell plating for saling craft Shell plating for motor craft and motorsailers

plate thickness [mm] plate thickness [mm]

Shell bottom tFPk=⋅⋅⋅162, a VB dBM ⋅ tPk=⋅⋅⋅162, a dBS

Shell side tFPk=⋅⋅⋅162, a VS dSM ⋅ tPk=⋅⋅⋅162, a dSS

Min. thickness tkmin =⋅⋅0,9 L

a = frame spacing [m] k = material factor in accordance with 3.3 FVB = see A.1.9.3 FVS = see A.1.9.3 PdBM = see A.1.9.2 PdSM = see A.1.9.2

b b 1 h 1 h

s s

b b 2 2

³ 1,5 h ³ 1,5 h

b1 ³ 0,5 h b1 ³ 0,5 h b2 ³ 0,75 h b2 ³ 0,75 h

Fig. 1.32 I - Part 3 Section 1 F Hull Structures Chapter 3 GL 2003 Page 1–77

Table 1.40

Required section moduli of floors and bottom transverse girders for motor craft, sailing craft and motorsailers [cm3]

2 Motor craft W0,43FP=⋅⋅a A VF dBM k Floors 2 Sailing craft and motorsailers W0,37P=⋅⋅a A dBS k 2 Bottom Motor craft W0,43F=⋅⋅a A VBW P dBM k transverse 2 girders Sailing craft and motorsailers W0,37P=⋅⋅a A dBS k

A = unsupported length of floor or transverse girder [m] as in Fig. FVF = see A.1.9.3 FVBW = see A.1.9.3 k = material factor in accordance with 3.3 a = floor respectively girder spacing [m]

Floors:

Amin = 0,045 ⋅ L + 0,10 for motor craft [m] or 0,60 [m], the larger value to be used. Amin = 0,065 ⋅ L + 0,30 for sailing craft and motorsailers [m] or 0,60 [m], the larger value to be used.

Bottom transverse girders:

Amin = 0,01 ⋅ L + 0,70 or 0,75 [m], the larger value to be used PdBM = see A.1.9.2 PdBS = see A.1.9.2

Table 1.41

Req. section moduli of bottom longitudinal frames of motor craft, sailing craft and motorsailers [cm3]

Bottom 2 Motor craft W0,49FP=⋅⋅a A VL dBM k longitudinal 2 frames Sailing craft and motorsailers W0,37P=⋅⋅a A dBS k

a = longitudinal frame spacing [m] A = unsupported length [m] FVL = see A.1.9.3 k = material factor in accordance with 3.3 Amin = 0,01 L + 0,70 or 0,75 [m], the larger value to be used PdBM = see A.1.9.2 PdBS = see A.1.9.2

Chapter 3 Section 1 F Hull Structures I - Part 3 Page 1–78 GL 2003

8.4.3 In the case of sailing craft and motorsailers a 8.7 Seating longitudinal girders centreline girder extending over at least three frame spaces is to be arranged in way of the mast. 8.7.1 Web thickness of the longitudinal girders must not be less than: 8.5 Bottom longitudinal frames

8.5.1 The section moduli of bottom longitudinal N frames shall be calculated in accordance with the t2mm=+[] formulae in Table 1.41. 200

8.5.2 Bottom longitudinal frames shall be arranged N = power of individual engine in [kW] in a continous line. They may be interrupted at watertight bulkheads, to be fastened to these by bracket plates on both sides. 8.7.2 The top plate scantlings (width, thickness) to be chosen have to assure a propper support and 8.5.3 It is recommended to connect interrupted mounting of the engine as well as adequate transverse longitudinal frames by continuous brackets positioned rigidity. through the transverse bulkhead. As a minimum brackets on both sides of the bulkhead must be strictly The cross section of the top plate must not be less aligned. than:

8.6 Engine seatings N F=+ 14⎡⎤ cm2 for N ≤ 750 kW T ⎣⎦ 8.6.1 General 40

The subsequent rules apply to the seatings of high speed engines whose revolutions n > 1000 min-1, N ⎡⎤2 FT =+ 29 cm for N > 750 kW made from ordinary hull structural steel. If it is in- 200 ⎣⎦ tended to use sea water resistant aluminium alloys, proof of equivalent strength/rigidity is to be provided for the dimensions chosen. The web thickness of the 8.7.3 The seating longitudinal girders shall be longitudinal girders and cross sectional areas of the adequately supported athwartships by web frames. top plates calculated on this basis are standard values, The web frames shall be in accordance with 9.3. as they depend not only on the power of the engine but also on weight and size of the engine including gearbox and thrust bearing, and on the type of construction 9. Frames of the hull. Furthermore the number of cylinders, engine revolutions, shape of the craft's bottom and design of the seating are to be taken into considera- 9.1 Transverse frames tion. 9.1.1 The frame section moduli shall be calculated 8.6.2 Engines shall be mounted on the floors via in accordance with the formulae in Table 1.42. longitudinal engine girders. Low power engines may be mounted directly on the reinforced floors, but generally it will be necessary to fit longitudinal engine 9.1.2 In the case of curved frames, the influence of girders. curvature can be taken into account by the factor fk when determining scantlings as follows. 8.6.3 Higher longitudinal girders of high- propulsion-power engines shall at least be long enough to carry the engine, the gearbox and the thrust The section modulus determined in accordance with block, to transfer the forces arising to as large an area 9.1.1 is to be multiplied by the factor fk. of the shell as possible. Longitudinal girders of seatings shall be connected to the machinery space end bulkheads. h/s fk

8.6.4 For continuous operation, care is to be taken 0 – 0,03 1,0 to avoid the occurrence of resonant vibrations with h unacceptably large amplitudes over the whole speed 0,03 – 0,1 115, −⋅ 5 range of the main propulsion unit. GL reserve the right s to call for a vibration calculation and possibly vibra- ≥ 0,1 0,65 tion measurements. I - Part 3 Section 1 F Hull Structures Chapter 3 GL 2003 Page 1–79

9.4 Web frames in the machinery space

9.4.1 In the case of propulsion units up to 400 kW, the web frames shall be arranged at the forward and s after end of the engine.

h Propulsion units exceeding 400 kW shall have an additional web frame.

9.4.2 In hulls built on the transverse framing principle with propulsion power units up to 400 kW, the section modulus of the web frame shall be 5 times that of the transverse frame in accordance with 9.1.1. In hulls built on the longitudinal framing principle, the Fig. 1.33 section modulus shall meet the requirements of 9.3.1.

The required section modulus calculated by using the 9.4.3 In hulls built on a combined transverse/ lon- factor fk, must not be less than the minimum value gitudinal framing principle with propulsion units ex- from Table 1.42, evaluated by using Amin. ceeding 400 kW, the section modulus shall meet the requirements of 9.3.1. 9.1.3 For hard chine construction the chine may be considered as load bearing if the frames are dimen- 10. Deck structure sioned as follows: 10.1 Deck plating ⎡ 3 ⎤ WWkcmkorr=⋅ w ⎣ ⎦ 10.1.1 The thickness of the main deck plating shall W = frame section modulus in accordance with be calculated in accordance with the formulae in Table Table 1.42 [cm3] 1.45. kw = hard chine correction factor in accordance In way of scuppers, a 10 % increase in plate thickness with 6.7 is recommended.

9.1.4 In sailing craft and motorsailers with 10.1.2 If a steel deck is covered with wood, the L < 15 m, a reinforced transverse frame with a section thickness established in accordance with 10.1.1 may modulus increased by 50 % is to be fitted in way of be reduced by 15 %, but this reduced thickness shall the mast; if L ≥ 15 m, at least two frames shall be not be less than: reinforced. The increase in section moduli may be spread over several frames in way of the mast. Bulk- t0,75kmm=⋅⋅L [] heads or transverse partitions can be accepted as rein- min forcement. 10.2 Deck beams 9.2 Longitudinal side frames 10.2.1 The section modulus of the main deck trans- The section moduli of the longitudinal side frames verse and longitudinal deck beams is to be calculated shall be calculated in accordance with the formulae in in accordance with the formulae in Table 1.46. Table 1.43. 10.2.2 The transverse deck beams shall be joined to 9.3 Web frames the frames by bracket plates, see Fig. 1.34. 9.3.1 When arranging longitudinal side frames, The thickness of the bracket plates is to be midway these shall be supported by web frames. At the level of between the web thickness of deck beam and frame. the bottom transverse girder top edge, the web frames shall have at least half the section modulus of the 10.3 Reinforced deck beams for sailing craft bottom transverse girders in accordance with 8.3. At and motorsailers the level of the deck transverses, the section modulus must not be less than that of the deck transverse in The section moduli of the deck beams in way of the accordance with 10.2. Under no circumstances the mast shall be doubled, whether or not the mast is taken section modulus of the web frame may be less than through the deck. according to Table 1.44. Deck beams underneath winches, masts, etc. must be For curved web frames, the section modulus may be reinforced or propped as appropriate for the increased multiplied by the factor fk in accordance with 9.1.2. stress. Chapter 3 Section 1 F Hull Structures I - Part 3 Page 1–80 GL 2003

Table 1.42

Required section moduli of transverse frames for motor craft, sailing craft and motorsailers [cm3]

2 Motor craft W0,35F=⋅⋅a A VSF P dSM k Transverse frames 2 Sailing craft and motorsailers W0,32P=⋅⋅a A dSS k

a = transverse frame spacing [m] A = unsupported length of frame [m] FVSF = see A.1.9.3 k = material factor in accordance with 3.3. Amin = 0,045 ⋅ L + 0,10 for motor craft or 0,60 [m], the larger value to be used Amin = 0,065 ⋅ L + 0,30 for sailing craft and motorsailers or 0,60 [m], the larger value to be used PdSM = see A.1.9.2 PdSS = see A.1.9.2

Table 1.43

Required section moduli of side longitudinal frames of motor craft, sailing craft and motorsailers [cm3]

2 Motor craft W0,31F=⋅⋅a A VSL P dSM k Longitudinal frames 2 Sailing craft and motorsailers W0,33P=⋅⋅a A dSS k

a = longitudinal frame spacing [m] A = unsupported length [m] FVSL = see A.1.9.3 k = material factor in accordance with 3.3. Amin = 0,01 L + 0,70 or 0,75 [m], the larger value to be used PdSM = see A.1.9.2 PdSS = see A.1.9.2

Table 1.44

Required section moduli of web frames for motor craft, sailing craft and motorsailers [cm3]

2 Motor craft W0,31eF=⋅⋅A VSW P dSM k Web frames 2 Sailing craft and motorsailers W0,32eP=⋅⋅A dSS k

e = web frame spacing [m] A = unsupported length of web frame, measured from the turn of the bilge or the chine to where it is attached to the deck side or the gunwale [m] FVSW = see A.1.9.3 Amin = 0,01 L + 0,70 or 0,75 [m], the larger value to be used k = material factor in accordance with 3.3 PdSM = see A.1.9.2 PdSS = see A.1.9.2

I - Part 3 Section 1 F Hull Structures Chapter 3 GL 2003 Page 1–81

Table 1.45

Deck plating for motor craft, sailing craft and motorsailers [mm]

taPk=⋅⋅⋅165, dD

a = deck beam spacing [m] k = material factor in accordance with 3.3

PdD = see A.1.9.4 tmin = 0,75⋅⋅L k

Table 1.46

Required section moduli of transverse and longitudinal deck beams of motor craft, sailing craft and motorsailers [cm3]

2 Beams of main deck WnPa=⋅dD ⋅⋅⋅A k

2 Beams inside deckhouses WnPka=⋅dD ⋅8 ⋅⋅⋅A k

a = beam spacing [m] A = unsupported length of beam [m]

Amin = B/6 or 1,0 [m], the larger value to be used

PdD = see A.1.9.4 k = material factor in accordance with 3.3

k8 = correction factor for craft whose L ≥ 10,0 m

k8 =−0001,90 , L

n = 0,277 for transverse deck beams n = 0,346 for longitudinal deck beams

10.4 Deck girders retained at the supports with gradual reduction to the lesser dimensions. 10.4.1 The section modulus of deck girders is to be determined in accordance with the formulae in Table 10.4.3 If girders are subject to special loadings, as 1.47. for instance by pillars not vertically in line, suspended loads, etc., the section moduli are to be so calculated that the bending stress does not exceed Web height is not to be less than 1/25 of the unsup- (150/k) N/mm2. ported length of the girder. Girders with notches for deck beams passing through shall be at least 1,5 times 10.4.4 The intermediate and end fastenings of the as high as the deck beams. girders to bulkheads must be appropriate for withstanding the bending moments and transverse forces. 10.4.2 If a girder is not given the same section Deck girders shall be supported by bulkhead stiffeners modulus throughout, the greater scantlings are to be capable of withstanding the reaction.

Chapter 3 Section 1 F Hull Structures I - Part 3 Page 1–82 GL 2003

1 1 h 2

³ 1,5 h 1 1 ³ 1,5 h 2 2 h2

Fig. 1.34

Table 1.47

Required section moduli of deck girders of motor craft, sailing craft and motorsailers [cm3]

2 Deck girders of open deck WePck=⋅⋅⋅⋅0,227 A dD 2 Deck girders within deckhouses WkePck=⋅⋅⋅⋅⋅0,227 8 A dD

e = spacing of deck girders [m] A = unsupported length of deck girder [m] k = material factor in accordance with 3.3

k8 = correction factor for craft whose L ≥ 10,0 m

k8 =−0001,90 , L

c = 1,0 for deck girders where both ends are considered constrained c = 1,33 for deck girders where one or both ends are to be considered simply supported

PdD = see A.1.9.4

Table 1.48

Deckhouse and cabin plating of motor craft, sailing craft and motorsailers

tPk=⋅⋅⋅156, a dD a = stiffener spacing [m] k = material factor in accordance with 3.3

PdD = see A.1.9.4

10.4.5 At every second deck beam the flanges are to girders they are to be arranged alternately on both be stiffened by web plates. In the case of symmetrical sides of the web. I - Part 3 Section 1 F Hull Structures Chapter 3 GL 2003 Page 1–83

10.4.6 For 0,6 L amidships, in extension of super- In the case of mast support pillars of sailing craft and structures and deckhouses, girders shall be arranged motorsailers, the load from the mast under the main deck extending at least three frame spaces beyond the ends of the longitudinal walls. RM 30° These girders shall overlap the longitudinal walls by at P3=⋅ least two frame spaces. b

10.5 Deck transverses shall be inserted. Deck transverses shall be dimensioned like deck girders, in accordance with 10.4. RM 30° = righting moment at 30° heel

10.6 Deck pillars b = distance between mast and chainplate 10.6.1 The cross section of pillars may not be less than: 10.6.2 Components at the top and bottom ends shall be made to match the forces to be transmitted. 10⋅ P Acm= ⎡⎤2 σ ⎣⎦ p 10.6.3 The pillars shall rest on girders, floors, other pillars or carlines. σp = permissible compression stress in accordance with Table 1.49 10.6.4 Mast support pillars in sailing craft and mo- Table 1.49 torsailers shall be provided with supporting structures in accordance with 8.4.3. Permissible compressive Degree stress σp of [N/mm2] for 10.7 Supporting structures for anchor winches slenderness λ pillars in other pillars accommodation 10.7.1 The scantlings of supporting structures for anchor winches and chain stoppers shall limit bending 2 ≤ 100 140−⋅ 0,0067 λ2 117−⋅ 0, 0056 λ2 stress to 200/k N/mm and shear stress in the web to 120/k N/mm2. To determine the forces acting on the anchor winches, 80 % of the rated breaking strength of 73, ⋅ 105 61, ⋅ 105 > 100 the anchor cable is to be used as the basis. If there is a λ2 λ2 chain stopper, 45 % of that breaking strength shall be used. For the forces acting on the chain stopper, 80 % of the rated breaking strength shall be used as the P = load in [kN]. This is calculated from the basis. specific deck load PdD in accordance with A.1.9.4 multiplied by the area of deck supported by the pillar, extending lengthways 10.7.2 The scantling of beams and girders under- from centre to centre of the deck girder fields neath large isolated loads, e.g. underneath pillars, shall on either side, sideways from centre to centre limit bending stress to 150/k N/mm2 and shear stress of the adjoining beam fields. Isolated loads to 80/k N/mm2. and loads from pillars above shall be added to the calculation depending on their arrangement. 11. Superstructures and deckhouses A λ= degree of slenderness of pillars i 11.1 Plate thickness of side and front walls shall be calculated in accordance with the formulae in Table A = length of pillar in [cm] 1.48. i = radius of gyration of pillar 11.2 The plate thickness of superstructure decks J and accommodation decks are to be calculated in i = ,in[cm] f accordance with the formulae in Table 1.45. J = moment of inertia of pillar cross section in [cm4] 11.3 The section moduli of the deckhouse side and f = cross section of pillar in [cm2] front wall stiffeners shall be calculated in accordance with the formulae in Table 1.50. Chapter 3 Section 1 F Hull Structures I - Part 3 Page 1–84 GL 2003

11.4 The section moduli of the deck beams of Provided the cross sectional area remains constant, the superstructures and deckhouses shall be calculated in width of the flat keel may be reduced. accordance with the formulae in Table 1.50. The section moduli of the beams of accommodation 12.2 Fins of sailing craft and motorsailers decks within the deckhouses shall be calculated in The thickness t of the fin side plating must not be less accordance with the formulae in Table 1.46. than: t0,8fkmm=++⋅( L ) [] 12. Keel and stem/sternpost

f4,25a35510=+−⋅L −2 12.1 Keel () k = material factor in accordance with 3.3 12.1.1 Bar keel a = spacing of floors [mm] The bar keel scantlings are to be calculated in accordance with the following formulae: The thickness of the keel sole shall not be less than:

h651,6kmm=+()L ⋅ [] t30,5kmm=+( ⋅⋅L) [] t6,50,5kmm=+L ⋅ ()[] 12.3 Rectangular stem k = material factor in accordance with 3.3 12.3.1 The height h and thickness t of a stem of full rectangular section must not be less than: 12.1.2 Flat keel h502k=+⋅( L) [] mm The scantlings of the flat keel are not to be less than: t3,50,55kmm=+( L) ⋅[] b =+⋅()530 5L k[] mm 12.3.2 The rectangular stem shall be welded to the t3,30,5kmm=+L ⋅ ()[] centre girder in accordance with 8.4.

Table 1.50

Required section moduli of the stiffeners of deckhouse and cabin walls for motor craft, sailing craft and motorsailers [cm3]

24− WaPkSDH=⋅⋅⋅⋅⋅1346, A dD 10 Deckhouse 23− WSDH (min) =++⋅⋅() 0,1LL 10,1 220 10 k

24− WaPkSK=⋅⋅⋅⋅⋅110,92 A dD Cabins 23− WSK (min) =++⋅⋅() 0,142LL 14,4 315 10 k

a = stiffener spacing [mm] A = stiffener length [m] k = material factor in accordance with 3.3

PdD = see A.1.9.4

I - Part 3 Section 1 G Hull Structures Chapter 3 GL 2003 Page 1–85

12.3.3 Stems shall be stiffened by horizontal webs 14.2 Stainless steel components: whose thickness is to correspond to that of the shell plating, at intervals of no more than 900 mm. Where t0k = transverse frames are arranged, these webs shall extend to the foremost side frame and be joined to 14.3 Aluminium components do not need any this. If there is an arrangement of longitudinal side allowances for corrosion. It is assumed that these frames, the webs shall be joined to these. components will be adequately protected against corrosion by a coating. 12.3.4 From the waterline upwards to the top end, the cross section of the rectangular stem may gradually be reduced to 75 % of the value required under Note 12.3.1. Complete thickness measurements of steel structural members and anchor chains are to be carried out at 12.4 Sternpost Class Renewal Survey II (age of craft 8 to 10 years) and every subsequent one. 12.4.1 The height h and thickness t of a propeller post of full rectangular cross section must not be less If these measurements demonstrate a greater degree than the scantlings required for a rectangular stem in of corrosion allowance than is indicated under14.1, 12.3.1. The thickness shall not be less than 13 mm. the structural members concerned are to be renewed. Sternposts will get the same scantlings.

13. Cathodic corrosion protection G. Anchoring, Towing and Warping Gear

13.1 Non sea water resistant metal components or 1. Anchoring gear coated sea water resistant alloys below water shall be protected against corrosion by zinc galvanic anodes. 1.1 General 13.2 Such components shall be connected to each Pleasure craft shall be equipped with anchoring gear other and to the anodes by electrical conductors; if which assures swift and safe laying out and heaving possible, flexible insulated copper conductors with a up of the stipulated anchors in all foreseeable situa- minimum cross section of 4 mm2. Contacts shall be tions, and which hold the craft at anchor. The anchor- made particularly carefully. ing gear comprises of anchors, anchor chains or cables and possibly anchor winches or other equivalent 13.3 Contact between the anode and the compo- equipment for laying out and heaving up the anchors nent to be protected should only exceptionally be and for keeping the craft at anchor. made by bolting-on. 1.2 Equipment numeral 13.4 The propeller is to be protected by a zinc anode. 1.2.1 The required equipment with anchors, chains and cables shall be determined in accordance with 13.5 Underwater coatings must be resistant Table F.1., F.2. in Annex F according to the equip- against cathodic protection. ment numeral Z. The equipment numeral is obtained from the following formula: 14. Corrosion additions Z0,6=⋅⋅⋅+LBH1 A 14.1 The rules for the scantling determination of L, B, H in accordance with A.1.5 metal hulls and components embody the following 1 additions tk for corrosion: A = 0,5 times the volume of the superstructures [m3] (Superstructures and deckhouses whose width is Table 1.51 less than B/4 may be disregarded.) 1.2.2 In the case of small pleasure craft whose Thickness t' Addition tk displacement is less than 1,5 t, the equipment is to be [mm] [mm] based on the displacement.

≤ 10 0,5 1.3 Anchors 0,3 t' + 0,2 > 10 max. 1,0 mm 1.3.1 The anchor weights listed in Tables F.1., F.2. apply to "High holding power" anchors. Chapter 3 Section 1 G Hull Structures I - Part 3 Page 1–86 GL 2003

The following types of anchor have so far been ac- spliced-in thimble at one end. They shall have the cepted as anchors with high holding power: same maximum tensile strength as the towing line. Regarding notes for the selection of other ropes, see BRUCE anchor Table F.3. in Annex F. CQR (plough) anchor 1.4.2.3 Between line and anchor a chain outboard Danforth anchor shot is to be shackled whose nominal thickness is D'Hone anchor determined in accordance with column 6 of Table F.1. or F.2. and whose length is obtained from the Heuss special anchor following Table: Pool anchor Kaczirek bar anchor Nominal thickness of Length of chain chain outboard shot 1 outboard shot A stock anchor may be used if its weight is 1,33 [mm] [m] times that in the Table. 6 – 8 6,0 Other types of anchor require special approval. Pro- cedure tests and holding trials shall be carried out in 9 – 15 12,5 accordance with the Rules for Classification and 1 ISO 4565 Construction, II – Materials and Welding, Part 1 – EN 24565 Metallic Materials. DIN 766

1.3.2 The weight of each individual anchor may deviate up to ± 7 % from the stipulated value, pro- Anchor chains and chain outboard shots must have vided the combined weight of the two anchors is not reinforced links at the ends. A swivel is to be pro- less than the sum of the stipulated weights. vided between anchor and cable.

1.3.3 Materials for anchors must comply with the 1.4.2.4 The chain end fastening to the hull must be Rules for Classification and Construction, II – so made that in the event of danger the chains can be Materials and Weding, Part 1 – Metallic Materials. slipped at any time from a readily accessible position Anchors weighing more than 75 kg must be tested on without endangering the crew. As regards strength, a GL approved tensile testing machine in the pres- the end fastening is to be designed for at least 15 % ence of a surveyor. For anchors below 75 kg and but not more than 30 % of the nominal breaking load those intended for pleasure craft with a restricted of the chain. operating category (II – V), proof is sufficient that anchors and chains have been reliably tested. 1.5 Anchor winches 1.4 Cables and chains 1.5.1 For anchors weighing 30 – 50 kg, anchor 1.4.1 Towing line winches are recommended. For sailing yachts, sheet winches are suitable for breaking-out and heaving-in Each pleasure craft shall be equipped with a towing these anchors. line in accordance with Table F.1. or F.2. in Annex F.

1.4.2 Anchor lines/cables and chains 1.5.2 For anchors weighing more than 50 kg, winches are obligatory. 1.4.2.1 On craft with a displacement ≤ 1,5 t, the towing line may be used as anchor line. 1.5.3 The winches shall correspond to Section 3, I. If anchors weighing more than 50 kg are to be If the displacement is ≥ 1,0 t, at least 3,0 m chain worked by means of lines, the winch must be fitted with 6,0 mm nominal thickness is to be shackled with rope drums allowing rapid letting-go of the gear between anchor and line. in all foreseeable situations. Practical proof of han- 1.4.2.2 On pleasure craft with a displacement dling safety is to be provided. ≥ 1,5 t whose LWL is ≤ 15 m, both anchors may be on chains or on lines with chain outboard shot. 1.6 Chain locker Anchor chains shall be determined in accordance 1.6.1 Size and height of the chain locker shall be with columns 5 and 6 of Table F.1. or F.2. in Annex F. such that a direct and unimpeded lead of the chain to the navel pipes is guaranteed even with the entire Synthetic fibre anchor lines shall be 1,5 times as long chain stowed. A wall in the locker shall separate the as the stipulated anchor chain and fitted with a port and starboard chains. I - Part 3 Section 1 G Hull Structures Chapter 3 GL 2003 Page 1–87

1.6.2 Precautions are to be taken to prevent flood- Bollards, cleats and eyes are to be positively joined to ing of adjoining spaces if the chain locker is flooded the hull. via the navel pipes. 2.2.3 It is recommended that each pleasure craft be equipped with 4 securing lines, i.e. 2. Towing and warping gear 2 lines of 1,5 ⋅ L [m] each and 2.1 Towing bollard 2 lines of 1,0 ⋅ L [m] each 2.1.1 Each pleasure craft shall be provided with a device suitable for fastening the towing line to at or The nominal rope diameter can be derived from the near the stem. Suitable devices are: following Table. – eyebolts fastened to the stem of small boats Deplacement Nominal rope – two belaying cleats either side on the foredeck 1 diameter d2 – a bollard mounted amidships on the foredeck [t] [mm]

2.1.2 Towing bollards and cleats, plus any stem to 0,2 10 fittings, must not have any sharp edges. 0,6 12 2.1.3 The design strength of the connections to the 1,0 14 deck and the substructure is to be at least 120 % of 2,0 14 the maximum tensile strength of the rope. 6,0 16 12,5 18 2.2 Warping gear 25,0 20 2.2.1 Each pleasure craft shall be fitted with suit- 50,0 22 able equipment for mooring (bollards, cleats, eyes) forward and aft - and if appropriate for larger craft, 75,0 24 along the sides. 100,0 26

2.2.2 The size of the bollards or belaying cleats 1 Three-strand hawser-lay polyamide rope in accordance depends on the recommended rope diameter accord- with DIN 83330 ing to the Table below, each bollard or cleat being For notes concerning the choice of other ropes see Table intended for belaying two ropes securely. F.3. in Annex F.

I - Part 3 Section 2 C Mast and Rig Chapter 3 GL 2003 Page 2–1

Section 2

Mast and Rig

A. General angle of the yacht according to the following specifications. 1. Examination Upwind condition 1: Full main sail plus max. genoa 1.1 According to the development of computation methods GL examines mast and rig dimensioning Upwind condition 2: First reef plus 100 % through geometric non-linear finite element analysis genoa (FEA). Upwind condition 3: Second reef plus 100 % genoa 1.2 Load levels of standing rigging and factors of safety (FoS) respectively against breaking loads will Upwind condition 4: Third reef in main without be determined as well as compression levels in the headsail mast allowing assessment of global and local stiffness. Spinnaker case: Here it is assumed that only the spin- 1.3 Setup of the finite element model (FEM), naker is set by an apparent wind angle of 90°. computation prerequisites and load cases are described in the following. 2.2 Transverse rig loads according to all five sailing conditions are determined based on the yacht’s righting moment at 30° heeling angle. 1.4 Calculations following the same outline may be submitted. GL reserve the right to verify such re- 2.3 Under the simplifying assumption that 3/7 of sults. the sail force act at the head and 2/7 each at tack and clew these forces can be determined if it is additionally assumed that the ratio between main sail force and genoa force is the same as between their sail areas. B. Basis for Calculation 2.4 The products of each transverse force multi- 1. Finite element model setup and prerequi- plied by its distance from the centre of effort of the sites underwater body are summed up to obtain the heeling moment. The result must equal the righting moment. 1.1 The FE model must correctly reflect the geometry of the rig as specified in the sailplan. 2.5 According to this distribution the FE-model is to be loaded with the relevant forces at mainsail and genoa head and at the gooseneck. 1.2 The mast is generated from beam elements with assigned properties according to the mast section, i.e. moments of inertia and modulus of elasticity. 2.6 In the spinnaker case the procedure for transverse force determination is analogous except for the percentages which are here 4/10 at the head and 3/10 1.3 Spreaders and jumpers are setup analogously. each at the clews. The FE-model is to be loaded with the spinnaker head force only. 1.4 Standing rigging will be assembled from truss elements according to material and diameter of shrouds and stays, for example 1 × 19 steel wire, dy- form or rod. C. Assessment Criteria

1.5 There will be no prestressing of the rig in the 1. Requirements for shrouds FE-model. Consequently, the calculated axial loads in standing rigging do not include the contribution of 1.1 Among others results of the FE-calculation prestressing. This fact is covered by the required FoS are axial loads in transverse standing rigging for each against breaking loads. load case. 2. Load cases and determination of loads For each shroud the highest calculated load of all five 2.1 Normally, four sailing conditions upwind and load cases must have a minimum FoS of 3,3 against one spinnaker case are considered, all at 30° heeling breaking load. Chapter 3 Section 2 D Mast and Rig I - Part 3 Page 2–2 GL 2003

2. Requirements for longitudinal stays 1.4 Where fittings are of different materials, electrolytic corrosion shall be prevented by suitable 2.1 Headstay dimensioning insulation.

The headstay's axial load Fhs can be calculated ana- lytically by the formula 1.5 Wire ropes plus associated terminals, thim- Fg bles, shackles, and rigging screws shall be of sea water F = hs 8s⋅ resistant material and of a proven type. from the genoa sail force Fg and a given relative sag

sag s = 1.6 Halyard sheaves are to be fitted into their headstay length housings with such small tolerances, and to be made in such a way, that the ropes of the running rigging Fg is to be determined from the righting moment at cannot jam between sheave and housing. 30° heel as outlined in B. The relative sag s is not to exceed 1,5 %

The headstay load calculated with this input must not 2. Chainplate scantlings exceed half of its breaking load.

2.2 The backstay (or runner) must be capable to oppose the headstay while meeting the same FoS 2.1 Generally, for all metal parts of the chain- requirement. plate construction dimensioning load is the breaking load of the attached shroud or stay. 3. Stiffness requirements

3.1 FE-calculation also enables assessment of mast stiffness by determining the compression levels 2.2 Permissible stress is the applicable yield of the mast for each load case. stress with the exception of bearing stress for which the arithmetic mean of yield and ultimate stress is the 3.2 Loads in longitudinal stays and halyards also allowable limit. contribute to mast compression. As a general approach this contribution to mast compression will be brought into account by 85 % of the maximum load at the mast step of the four upwind cases and is to be added ac- 2.3 Generally, for FRP substructure and inter- cordingly to give the maximum total load. faces with metal parts of the chainplate construction dimensioning load is 1,6 times breaking load of the 3.3 Buckling load will be calculated observing attached shroud or stay. the contribution described under 3.2. As a requirement for sufficient stiffness buckling load must be at least a factor 2,6 above the maximum total load. 2.4 Permissible stress is the applicable FRP’s ultimate stress.

D. Construction Notes and Chainplates

1. Notes regarding construction of the rig 2.5 If two shrouds are attached to one chainplate fitting then the breaking load of the stronger shroud 1.1 Forces from shrouds and stays shall be ap- and half of the breaking load of the lighter shroud are plied to the mast profile free from any moments. This to be added for dimensioning purpose. necessitates the use of suitable fittings.

1.2 Rigging screws shall be freely movable longitudinally and transversely in the chainplates. 2.6 In case of chainplate fittings according to the following sketch having a thickness t and pin hole 1.3 Bolts and other detachable parts shall be diameter dl minimum edge distances a and c as given durably secured. by the formulae below must be provided for: I - Part 3 Section 2 D Mast and Rig Chapter 3 GL 2003 Page 2–3

cc be calculated on the basis of 1,6 times breaking load of the attached shroud or stay and must not exceed the GRP's ultimate compressive strength. a

d L 3.2 Bolt holes shall have a minimum distance of 3 times hole diameter from one another, measured from edge to edge.

F 2 3.3 For shear loading in bulkheads and webs due amin = + × dL and 2 × t × sall 3 to chainplate attachment and secondary bonding respectively an analogous approach applies, i.e. relevant F 1 c = + × d ultimate GRP mechanical properties are not to be min 2 × t × s 3 L all exceeded if 1,6 times breaking load of attached shroud or stay is applied. Fig. 2.1 Therein F is the breaking load of the attached shroud Note or stay and σall the yield stress of the fitting material. Pin hole bearing stress is not to exceed the arithmetic If provision is made for a composite chainplate at- mean of yield and ultimate strength. tachment or other solutions special consideration is required. 3. Attachment of chainplates to FRP structure 3.1 If fittings are bolted to FRP-reinforced bulk- 3.4 Chainplate arrangements may be load tested heads or webs FRP bearing stress in way of bolts is to to prove sufficient strength.

I - Part 3 Section 3 A Machinery Installations Chapter 3 GL 2003 Page 3–1

Section 3

Machinery Installations

A. General Rules and Notes 2. Documents for examination

1. General 2.1 For checking compliance with these Rules, drawings and documentation giving clear indication of 1.1 These rules apply to the machinery of pleas- the arrangement and dimensions of the components are to be submitted in triplicate. If necessary these are ure craft up to a length (L) 1 of 24 m in following to be supplemented by descriptions and data sheets. operating categories 2: The scope of the documentation to be submitted is – sailing yachts: operating categories I to V based on Form F 146 (Ref: Annex F to these Rules.) – auxiliary yachts: operating categories I to V Supervision of construction is based on the approved – motor yachts: operating categories III to V documentation which shall be submitted before commencing construction. If the length of 24 m, or the operating category, is exceeded, the Rules for Classification and Construc- 2.2 The approved documentation is binding. Any tion, I – Ship Technology, Part 1 – Seagoing Ships, subsequent changes shall have GL approval. Chapter 2 – Machinery Installations, apply.

1.2 Installations deviating from the rules may be 3. Construction of machinery installations accepted if they have been assessed by GL for their suitability and have been approved as equivalent. 3.1 Scantlings of structural parts and components; materials and welding 1.3 For machinery and technical installations not All parts shall be able to withstand the specific included in these rules, GL may set special stipula- stresses due to the vessel's motion, heel, trim, vibrations based on relevant rules and technical regulations tion, increased corrosive action and, if applicable, also if deemed necessary for the safety of the craft. slamming. Where rules for the scantling of compo- Furthermore GL reserve the right for all types of in- nents are not available, acknowledged engineering stallations to state requirements beyond these rules, if rules shall be applied. deemed necessary due to newly-acquired knowledge Materials for components as well as for the fabrication or operating experience. of welded components subject to the rules in Section 1 shall comply with Annex D. 1.4 Deviations necessitated by design or intended service in case of special craft ("Fast Motor Yacht", 3.2 Environmental conditions "Special Sailing Yacht", "Special Motor Yacht", "Rac- ing Sailing Yacht") may be accepted following con- 3.2.1 Heel and trim sideration by GL. Unimpaired operation of the machinery installation is In such cases GL reserve the right of restrictive entries to be safeguarded for in the certificate regarding the operation of the craft (e.g. operating category, weather clause). – continuous heel of up to 15° (static) – short-term heel of up to 30° (dynamic) 1.5 National and regional rules and regulations – short-term trim of up to 20° (dynamic) beyond the requirements of these Rules remain unaf- fected. This in particular applies to craft used for In the case of sailing craft, immediate starting of the commercial purposes. machinery shall be safeguarded, even after the craft has been under sail at heeling angles exceeding the limits stated above.

3.2.2 Temperatures –––––––––––––– Design of the machinery installation shall be subject 1 Definition see Section 1, A. to the following conditions: 2 Definition of operating categories see Rules for Classification – outside air temperature 45 °C and Construction, I – Ship Technology, Part 0 – Classification and Surveys, Section 2, F.2.2. – outside water temperature 32 °C Chapter 3 Section 3 A Machinery Installations I - Part 3 Page 3–2 GL 2003

– the ambient temperature during operation in the Exposed moving parts and rotating shafts are to be vicinity of internal combustion (IC) engines protected by means of suitable guards. This may be shall not exceed 60 °C. dispensed with if moving parts and rotating shafts are adequately protected by other permanently installed 3.2.3 Other environmental conditions equipment. Basic assumptions for all compartments shall be salt- 3.7.2 Crank handles of IC engines which can also laden air and a relative humidity of up to 100 % at a be crank-started are to disengage automatically when reference temperature of 45 °C, plus the occurrence of the engine starts and to be kick-back proof. condensation. Oil vapours have to be taken into account additionally in engine spaces. 3.7.3 Insulating material for machinery installa- Equipment on the open deck shall be resistant against tions at least shall be not readily ignitable, e.g. acc. to saltwater spray and short-term immersion in sea water. DIN 4102 or equivalent. The insulation shall be suitably protected against penetration by moisture and 3.3 Arrangement leaking oil. It is to be so applied that

3.3.1 Machinery installations shall be arranged – maintenance can be carried out without damag- with adequate access for operation, checking and ing the insulation, or routine maintenance. – the insulation can be easily removed for maintenance or repairs and properly replaced on com- 3.3.2 In the case of IC engines which can also be pletion of the work. started manually, the cranking position is to be arranged with sufficient space and ergonomically fa- 3.7.4 Components of the installation having a high vourable. surface temperature (> 80 °C), such as exhaust lines, are to be fully insulated. 3.3.3 IC engines shall be installed separate from other spaces of the craft. Compartments for gasoline fuelled engines shall be gastight against accommoda- 3.8 Painting tion spaces. Only fire retardant paints are to be used on machinery and in areas where machinery is installed. 3.4 Foundations Machinery installations shall be securely fastened to 4. Operating and monitoring equipment the craft, taking into account the loads to be expected. Foundations and seatings shall be properly integrated 4.1 General into the structure of the hull. Operating and monitoring equipment is to be arranged 3.5 Bilges suitably and distinct, and be provided with permanent identification. 3.5.1 Where oil or fuel leakage is likely to occur, the bilges are to be designed as to prevent such leak- 4.2 Means of reversing ages from spreading to other parts of the craft. Drip trays are to be provided as appropriate Craft with propulsive power ≥ 5 kW are to be equipped with means of reversing the direction of 3.5.2 Means for collecting oil leakages, or parts of travel. Reversing levers are to be so arranged that their the craft where oil- or fuel leakage may occur, may operating direction matches the desired direction of not be connected to the common bilge system. Suit- travel. able equipment is to be provided for the environmen- tally-safe disposal of oil or oily water. 4.3 Scope of monitoring equipment For permanently installed engines with propulsive 3.6 Ventilation power ≥ 5 kW, the control position is to be provided Adequate ventilation shall be provided in spaces at least with optical/acoustic warning devices for oil where machinery is installed, taking appropriate ac- pressure and cooling water temperature. The alarm count of the air required for combustion and cooling. thresholds are to be set in accordance with the engine manufacturers' instructions. As regards the ventilation of spaces where gasoline engines and tanks are installed Section 4, C.3.1.1 is to Motor- and auxiliary yacht propulsion engine control be observed in addition. positions are additionally to be provided with revolu- tion indicators. 3.7 Protective equipment, insulation For other permanently installed machinery, e.g. diesel 3.7.1 Machinery installations shall be such that the generators, warning devices are to be provided analo- risk of accidents is substantially excluded. gously, unless dangerous operating conditions are prevented by automatic shut-down arrangements. I - Part 3 Section 3 B Machinery Installations Chapter 3 GL 2003 Page 3–3

4.4 Emergency cut-offs 2.2 The fastening of outboard motors to the hull is to be flexible, unless this has already been incorpo- If power-driven machinery space ventilators and fuel rated in the design of the motor. transfer or -supply pumps are fitted, they are to be provided with an emergency cut-off at the control position. However, this does not apply to the ventila- 3. Safety devices on the engine tor required according to Section 4, C.3.1.1. 3.1 Each diesel engine is to be equipped with a 4.5 Craft with more than one steering position safety or speed regulator which prevents the engine's rated rotational speed being exceeded by more than Where craft have more than one steering position, safe 15 %. operation of the craft under engine power shall be possible from each of the positions. 3.2 In the case of diaphragm-type fuel supply The minimum requirements stated under 4.1 to 4.4 are pumps, the installation has to ensure that fuel cannot to be met at each steering position. either leak or get into the engine lubricating oil circuit if the diaphragm is damaged. 5. Trials 3.3 Regarding monitoring devices, see A.4.3. Trials of the completed machinery installation are carried out in accordance with the Rules for Classifi- cation and Construction, I – Ship Technology, Part 0 – 4. Equipment Classification and Surveys. 4.1 For the routing and securing of pipe and hose connections to the engine E. is to be applied analogously. B. Internal Combustion Engines 4.2 Only pipe connectors with metallic sealing 1. General shall be used in diesel engine fuel injection pipes. 3 Inboard engines for main propulsion or auxiliary 4.3 For outboard motors, instantaneous fuel cou- propulsion, or prime movers of essential auxiliaries plings may be used. These shall be so designed that shall be approved for use with pleasure craft in accor- fuel cannot leak when connecting or disconnecting. dance with these Rules. The rated power at associated rated revolutions declared by the engine manufacturers shall be the continuous power. 4.4 Filters For the dimensioning of major engine components, the 4.4.1 Filters are to be fitted in fuel supply lines and Rules for Classification and Construction, I – Ship on the discharge side of lubricating oil pumps. Propul- Technology, Part 1 – Seagoing Ships, Chapter 2 – sion engines ≥ 400 kW shall be fitted with double or Machinery Installations, are to be applied analogously. automatic filters fitted in the supply lines to the fuel injection pumps. Main and auxiliary propulsion engines of ≥ 400 kW are subject to tests in accordance with B.6. In lubricating oil lines of these engines, switch-over double filters, automatic filters or equivalent devices 2. Foundations of an approved type, which can be cleaned without interrupting operation, are to be fitted in the main oil 2.1 Inboard engines flow downstream of the pumps.

2.1.1 Inboard engines should be flexibly mounted 4.4.2 Casings of filters fixed to the engine shall be on their foundations/seatings. The recommendations of suitable metallic material. for installation given by the engine manufacturers shall be observed. Filters in the fuel system screwed-on from underneath shall be secured against becoming unscrewed. 2.1.2 If the mounting is flexible, the connections for fuel, cables plus operating and monitoring equip- 4.5 Cooling system ment are to be made flexible. 4.5.1 To prevent deposits in the coolant passages in 2.1.3 Oil proof elastic mounts shall be used. raw-water-cooled engines, the outlet temperature of the cooling water is to be limited to 55 °C. –––––––––––––– 3 4.5.2 In case of fresh-water-cooled engines, data Permanently-fitted outboards of motor yachts are also regarded and recommendations supplied by the engine manu- as permanently installed engines. These rules do not apply to outboard motors used as auxiliary propulsion units in sailing facturers are to be observed for dimensioning the heat yachts. exchanger. Chapter 3 Section 3 C Machinery Installations I - Part 3 Page 3–4 GL 2003

Fresh cooling water lines to and from keel coolers, or Construction, I – Ship Technology, Part 1 – Seagoing alike, shall be fitted with shut-off devices. Ships, Chapter 2 – Machinery Installations.

4.5.3 The discharged air from air-cooled engines shall not cause any unacceptable heating of the machinery space. If appropriate, the discharge is to be led C. Propeller Shafts, Propellers, Gearing, directly into the open. Couplings 4.5.4 Air duct outlets are to be made spray-water proof. 1. General The following applies to permanently installed propel- 4.6 For spaces where petrol engines are installed, ler shaft arrangements including propellers, reduction safety equipment in accordance with Section 4, C.3. is gear and flexible couplings, to pivoted "Z"-drives of to be provided. The exhaust-ventilation ducts shall be outboard motors and to "Z"-drives of permanently arranged such as to provide the removal of any petrol installed propulsion engines. vapours from as low as possible in the engine compartment. 2. Propeller shaft

4.7 Regarding exhaust lines, see E. 2.1 The propeller shaft in terms of these rules is the shaft linking propeller and gear, flexible coupling 5. Starters or cardan shaft. In the case of outboard-mounted "Z"- drives, the propeller shaft is identical with the output 5.1 Starters shall be reliable and safe to operate. shaft from that drive.

5.2 Small IC engines with electric starters should 2.2 Standard values for the propeller shaft diame- also be provided with alternative manual starting ar- ter may be determined from 6.1. rangements as far as practicable. Regarding permissible torsional vibration stresses in the propeller shaft, see 6.3.1. 5.3 Engines which can only be started electrically are to be equipped with electric generators to provide 2.3 Cardan shafts or ball-joint couplings are automatic charging of the starter batteries. considered adequately dimensioned if they comply It is recommended that the starter batteries be dedi- with the manufacturers' recommendations for the cated and be separated from electrical circuits other given propulsion and installation conditions. If these than the motor circuits. shafts or couplings have not been GL type approved, GL reserve the right to require proof of adequate di- 5.4 The total capacity of the starter batteries mensioning from the manufacturers. depends on the size of the engine and shall be suffi- It is to be ensured that bearings or equipment driven cient for at least six successive starts without recharg- by the cardan shaft can safely take up the forces ex- ing, at an ambient temperature of 5 °C. erted by the shaft.

6. Tests and trials 2.4 Propeller shafts permanently installed in the hull are to be so supported that displacement of indi- 6.1 Tests of materials vidual bearings caused by flexing of the hull does not cause excessive bearing pressures in the adjoining For crankshafts and con-rods, proof of material quality bearings or in the gear bearings. Bearings should be as is to be provided by acceptance test certificates in wide apart as practicable. As a guidance for the accordance with DIN 50049 3.1.B. maximum distances between bearings the following may be applied: 6.2 Pressure tests d The individual components of IC engines are to be Amax =⋅Cmm[] subjected to pressure tests in accordance with the n Rules for Classification and Construction, I – Ship Technology, Part 1 – Seagoing Ships, Chapter 2 – Amax = maximum distance between bearings Machinery Installations, supervised by the engine manufacturer. d = shaft diameter [mm] n = shaft revs. [min–1] 6.3 Trials at the manufacturer's C = 12 000 for steel shafts Engines are to be subjected to a GL-supervised bench trial at the manufacturers in accordance with the con- C = 8 000 for bronze shafts ditions laid down in the Rules for Classification and I - Part 3 Section 3 C Machinery Installations Chapter 3 GL 2003 Page 3–5

Where engine and gear are flexibly mounted and with – gearing shafting is designed fatigue-resistant in the stern tube bearings of rubber, the C-value in above accordance with standard engineering practice, formula should be at least C = 6000 if the propeller – roller bearings are designed for a rated working shaft is led directly from the gear output flange to the life of at least 1000 hours at full load for small propeller. In such cases flexible mounting of the stern craft with outboards - operating category IV – seal to the stern tube is to be applied. V - and sailing yachts, and at least 5 000 hours at full load for larger craft in operating category 2.5 Guidance for permissible values of bearing III, pressures pmax, peripheral speeds vmax and bearing clearance sL in stern tube bearings: – the lubricating oil bulk temperature does not exceed 90 °C with a water temperature of 32 °C p v s and operating at full load, Type of bearing max max L [N/mm2] [m/s] [mm] – in case of hydraulically controlled reversing gears, a single emergency manoeuvre from "full Grey cast iron or ahead" to "full astern" does not cause damage to bronze bearing, 0,5 2,5 – 5 ∼ 0,6 toothing, clutches, shafts and other components grease lubricated of the gearing. Rubber bearing, 0,2 6 ∼ 0,5 4.2 As regards additional stress due to torsional water lubricated vibrations, reference is made to 6. White metal bear- 0,8 > 6 ∼ 0,4 ing, oil lubricated 5. Flexible couplings Flexible couplings between engine and gearing or between the flexibly mounted engine plus gearbox and 2.6 If the material of the propeller shaft is not the propeller shaft shall be of a proven type. The per- corrosion-resistant, the propeller hub shall be suitably missible loads recommended by the manufacturers of sealed against entry of water. the coupling shall not be exceeded.

3. Propellers 6. Calculations and guidance for permissible stresses 3.1 Fixed-pitch propellers for pleasure craft should be of an established design. Any design differ- 6.1 Propeller shaft diameter ing from these shall be approved by GL. The propeller shaft diameter dp can be determined as a 3.2 Propellers should preferably be made of a guidance as follows: cast copper alloy suitable for use in sea water. For propellers in units with outboard motors and with "Z"- P dkp =⋅3 ⋅ Cmm[] drives, aluminium alloys suitable for use in sea water n2 may also be chosen. P = propulsive power [kW] Propellers should in general be fastened to the propel- –1 ler shaft taper by means of a key and cap nut. The cap n2 = propeller shaft revs. [min ] nut shall be suitably secured. For lower powers and in particular in case of outboard motors and "Z"-drives, k = 100 for shafts of non-corrosion-resistant the propeller may also be fastened by another proven steel not protected against seawater method. = 90 for shafts of corrosion-resistant steel 4, wrought copper alloys 5, nickel alloys 3.3 For the dimensioning of the blades of fixed (Monel) 6 or for non-corrosion resistant and variable pitch propellers 6.2 applies. steel if the shaft is protected against contact with seawater 4. Gearing = 75 for shafts of high-tensile wrought nickel 7 4.1 The design of gearing for the propulsion of alloys pleasure craft is considered to be suitable, if among other things: –––––––––––––– – the toothing is adequately dimensioned in ac- 4 Preferably austenitic steels with 18 % chrome and 8 % nickel cordance with the Rules for Classification and 5 e.g. wrought copper-nickel zinc alloy Cu Zn 35 Ni in acc. with Construction, I – Ship Technology, Part 1 – DIN 1766 Seagoing Ships, Chapter 2 – Machinery Instal- 6 2 lations, Section 5, or DIN 3990/ISO 6336, Nickel content > 60 %, tensile strength σB > 400 N/mm 7 2 e.g. "Monel alloy K-500", tensile strength σB > 900 N/mm Chapter 3 Section 3 D Machinery Installations I - Part 3 Page 3–6 GL 2003

C = 1,2 for craft in operating category III 8 with CK = coefficient of influence for the fatigue one propulsion line strength of the shaft in the area between the aft stern tube bearing and the propeller = 1,0 for craft with two propulsion units and 5 operating category III = 1,0 for propeller shafts of corrosion- resistant material if the hub is protected = 0,8 for craft in operating categories IV and V against the entry of water; otherwise such shafts are to be given C = 0,8. 6.2 Thickness of propeller blades K Standard values for the thickness t of propeller = 0,8 for other than corrosion-resistant propel- 0,25 ler shafts if the shaft and the hub are blades at a radius of 0,25 R can be determined as fol- suitably sealed against the entry of water lows: = 0,6 for other than corrosion-resistant propel- P10⋅ 3 ler shafts not protected against the con- tk0,25 =⋅ ⋅ Cmm[] tact with seawater nBz2 ⋅⋅ 6.3.2 Standard values for permissible torsional- P = propulsive power [kW] vibration stresses in gearing –1 n2 = propeller revs. [min ] In the higher speed range the torsional-vibration B = width of blade at 0,25 R [mm] stresses with gearing are not to exceed 30 % of the rated transmitted torque of the respective stage. z = number of blades There shall not be any lifting of the toothing (load k = 50 for propellers of high-tensile cast brass change) with the propeller clutched-in. = 46 for propellers of corrosion-resistant 6.3.3 Permissible torsional-vibration stresses in austenitic steel flexible couplings = 42 for propellers of high-tensile nickel-aluminium-bronze Flexible couplings in the propulsion plant shall be designed to withstand the alternating torques arising = 75 for propellers of an aluminium with the associated frequencies, over the entire range alloy (cast in chill mould) of rotational speeds. = 100 – 120 for propellers of synthetic material C = 1,2 for craft in operating category III = 0,8 for craft in operating categories IV D. Storage of Liquid Fuels and V 1. General Controllable pitch propellers for motor yachts in operating category III shall be of a GL-approved type. 1.1 Fuel tanks shall be made of a suitable corrosion-resistant material, if necessary fitted with wash 6.3 Torsional-vibration stresses plates and securely fastened to the craft. To check the torsional-vibration behaviour of the propulsion plant, a torsional-vibration calculation shall 1.2 Portable fuel tanks are to be securely fixed. be carried out. 1.3 Galvanised steel shall not be used for diesel 6.3.1 Standard values for permissible torsional- fuel tanks. vibration stresses in the propeller shaft 1.4 Only metal tanks are permissible for gasoline. The torsional-vibration stresses τw permissible in the propeller shaft are calculated in accordance with the following formula: 1.5 Special approval is required for fuel tanks of plastics. ⎡⎤2 τ=wK()59 − 39 ⋅λ⋅ C N mm ⎣⎦ 2. Arrangement of fuel tanks

λ = partial load/full load rotational speed ratio 2.1 Fuel tank shall be arranged such that unacceptable heating is avoided.

–––––––––––––– 2.2 Gasoline tanks are to be separated from ma- 8 Sailing yachts with auxiliary propulsion engine(s) and auxil- chinery spaces and living quarters by gastight parti- iary yachts also in operating categories I and II. tions. Section 4, C.3. is to be observed. I - Part 3 Section 3 D Machinery Installations Chapter 3 GL 2003 Page 3–7

3. Fuel tank equipment 3.4 Fuel extraction lines and spill lines

3.1 General

3.1.1 Pipe connections are preferably to be arranged in the tank top. They shall not weaken the tank; welded doubles are to be provided if necessary. Through-bolts are not permitted in tank boundaries.

3.1.2 Appliances which are not part of the tank 3.4.1 The suction of the extraction line is to be equipment may be attached to the tank only via inter- arranged sufficiently high above the tank bottom to mediate supports. In this case, the tank boundaries are prevent dirt and water being sucked in. to be adequately strengthened.

3.1.3 Diesel fuel tanks shall be provided with hand holes for cleaning. In the case of small tanks which can easily be removed and flushed such hand holes can be dispensed with.

3.1.4 Regarding hoses for filling- and vent lines plus hose connections, see E.2.2.2. 3.4.2 Spill lines are to be connected to the tank at the tank top. 3.1.5 Tanks and filler necks are to be earthed with a bonding wire of at least 4 mm2.

3.2 Filling arrangements

3.2.1 Fuel tanks shall be filled from the deck through a permanently installed filling line of at least NB 40. Filler necks are to be so arranged that in the event of an overflow fuel cannot get into the inside of 3.5 Tank drainage the boat. The filler neck is to be clearly marked with the type of liquid.

3.2.2 The filling line shall terminate inside the tank at not less than 1/3 tank height.

3.3 Tank vent line

3.3.1 Each fuel tank is to be equipped with a fixed 3.5.1 Diesel storage and supply tanks are to be vent line led to the open. The vent line shall be run provided with suitable drainage arrangements. such that fuel cannot be trapped.

3.3.2 The cross-sectional area of the vent line depends on the method of fuelling: – 10 mm for open filling through filler neck – 1,25 times the filling line cross-sectional area for filling via a fixed connection On diesel supply tanks drainage arrangements may be In case of fuel systems with more than one tank and omitted if an adequately sized water separator is fitted transfer pump(s), also the discharge pipe diameter of in the extraction line. the transfer pump shall be considered for the determination of the vent line diameter as appropriate.

3.3.3 Ingress of water and the spillage of fuel when heeled shall be prevented by suitable routing of the lines. For air pipes of 32 mm in diameter and above, automatic closures are to be provided.

3.3.4 Vent lines of gasoline tanks are to be 3.5.2 Tank drainage fittings are not permissible in equipped with suitable flame arrestors. gasoline tanks. Chapter 3 Section 3 E Machinery Installations I - Part 3 Page 3–8 GL 2003

3.5.3 Drainage fittings near the tank bottom shall 2.2.1.2 Plastic pipes are not allowed for piping lead- be equipped with a self-closing valve which addition- ing to overboard without shut-off at the shell or for ally is to be provided with a cap or plug. bilge piping lines within machinery spaces. In FRP hulls, however, cockpit drains without shut-off may be 3.5.4 Tank drainage may also be facilitated via a of a material corresponding to that of the hull. line introduced into the tank from the tank top, using a suitable pump (e.g hand pump with appropriate con- 2.2.1.3 Plastic pipes and pipe fittings shall comply nections, also transportable). with an acknowledged standard. The limiting operating pressures and temperatures stated in the standard 3.5.5 All drainage arrangements shall be easily are to be adhered to. accessible and located conveniently to allow safe 2.2.1.4 For pipes made of rigid PVC with glued drainage into a collecting receptacle. joints and pipe fittings, DIN 86012 or equivalent applies. Processing and pipe laying shall be carried out 3.6 Tank sounding equipment in accordance with DIN 86015 or equivalent. Each fuel tank is to be provided with means for hand- 2.2.1.5 When laying plastic pipes, attention shall be sounding from the deck or with a proven remote level paid to providing adequate and proper fastening de- indicator. vices, and protection against unacceptable external Gauge glasses, sightglasses or float indicators with heating. mechanical transmission are not permitted. 2.2.2 Flexible hoses

4. Tests 2.2.2.1 Hoses shall be suitable for the media envisaged to be conveyed, operating pressures and tempera- Fuel tanks including all connections shall be subjected tures. to pressure testing with the hydrostatic pressure corresponding to the height of 2 000 mm above the over- For hoses not complying with any standard, proof of flow level of the tank. suitability is to be provided. Such hoses shall have continuous marking which allows for identification even of short lengths. 2.2.2.2 Only hoses with a textile or wire-mesh inter- E. Piping, Fittings, Pumps mediate layer may be used.

1. General 2.2.2.3 Hoses for drinking water shall be of a quality suitable for handling foodstuff. These rules apply to piping systems, including pumps and fittings, for the operation of the machinery; as 2.2.2.4 For hoses connecting to overboard without well as for the operation of the craft insofar as its seacock, such as cockpit drains, hoses with a textile or safety is concerned. wire-mesh intermediate layer in accordance with DIN series 20018, 20021, 20022 or equivalent are to be These rules are also to be applied to piping systems used. If passing through a machinery space, type ap- referred to in other parts of this Section. proved fire resistant hoses are to be used or else a rigid standpipe extending at least 100 mm above the water- 2. Materials line shall be provided. This standpipe shall at least match the strength and fire resistance of the shell in the area of the outlet opening. 2.1 General 2.2.2.5 Hoses for exhaust lines with water injection 2.1.1 Materials for piping and fittings shall be are to have a wire-mesh intermediate layer in accor- suitable for their purpose. Regarding welding of pipes dance with DIN series 20022 or be of equivalent qual- and fittings, see Annex D. ity.

2.1.2 Piping and fittings are preferably to be made 2.2.2.6 For liquid fuels, lubricating oil or hydraulic of metal. Where plastic pipes or hoses are used due to oil, only type-approved fire resistant hoses are permis- the installation conditions, the special requirements sible 9. stated under 2.2 are to be observed. 2.2.2.7 In gasoline piping, only short lengths of hose for connection to the consumer are permitted. 2.2 Plastic pipes and hoses 2.2.2.8 For connection to consumers, fittings, pipes, 2.2.1 Plastic pipes etc., hoses with fixed end fittings are to be used 1. 2.2.1.1 The use of plastic pipes is restricted to sys- –––––––––––––– tems conveying water, like drinking water, seawater, 9 Except for gasoline, not applicable to tank filling lines and bilge water, waste water/sewage. vent lines. I - Part 3 Section 3 E Machinery Installations Chapter 3 GL 2003 Page 3–9

2.2.2.9 Hose connections in systems conveying water by welding or brazing. Brazed joints are to be made may also be made using standard hose fitting ends or using fittings and hard solder. to suitably-shaped pipe ends. Fastenings to raw pipe ends are not permissible. Proven stainless steel hose The number of breakable connections shall be kept to clamps are to be used for fastening. a minimum, respective of the particular arrangement.

Hoses in systems connecting to overboard are to be 5.2 Only metal-to-metal screwed connections are fastened to the fitting ends by double clamps. permissible. Threaded sleeve joints requiring hemp, sealing strip, etc. in order to safeguard tightness may 2.2.2.10 Hose lines are to be so routed and fastened not be used. that movement due to vibration or motion of the vessel, chafing and unacceptable heating is avoided and so that visual checking is possible at any time. 5.3 As a general rule the use of hoses is only permitted for the connection of consumers to rigid Hoses runs piercing structural components are to be piping. The use of hoses is to be limited to short suitably protected in way of the penetration. lengths. 2.2.2 is to be observed. 2.2.2.11 Hoses may be taken through watertight or gastight bulkheads only by means of suitable bulkhead 5.4 Fuel lines are to be securely fastened and be penetration fittings. arranged protected against damage.

5.5 The arrangement of fuel lines in the vicinity 3. Hull fittings of machinery parts with high surface temperatures and of electrical appliances is to be avoided. 3.1 Except for cockpit drains, all connections to the hull below or near the waterline are to be provided 5.6 Extraction pipes are to be fitted with a valve with seacocks. or cock directly at the tank. Such valve or cock shall be capable of being closed from deck or the steering 3.2 Seacocks shall be easy to reach; if necessary, position. This also applies to other tank connections extension rods are to be provided. which if damaged would release the contents of the tank, e.g. equalising- or transfer lines. 3.3 If the seacock is not fitted directly to the shell, the pipe between the shell and the seacock shall 5.7 The valve or cock may be omitted if the con- at least match the strength and fire resistance of the nection and piping is arranged such that fuel cannot be shell in the area of the outlet opening. released from the tank in the event of damage to the piping. Siphoning action of the connected piping is to 3.4 Seacocks and through hull fittings shall be of be considered if applicable. ductile metallic material. Other materials, e.g. fibre reinforced plastics, may be 5.8 Spill lines are to be connected at the tank top allowed if proof of adequate strength and fire resis- of the service tank. Means of closure may not be fitted tance at least equal to that of the hull has been pro- in the spill line. vided. If the spill is connected to more than one tank, changeover valves are to be fitted, which also in the 4. Pumps intermediate position safeguard that at least one way is always open. 4.1 Pumps are to be located accessibly and securely fixed. 5.9 Casings of fuel filters or water separators are to be of metal. Glass casings may be used only for 4.2 Power pumps of the displacement type are to diesel fuel. be fitted with means of overpressure protection if there are valves or cocks fitted in the piping system on If so, the arrangement shall be protected and easily the discharge side of the pump. visible.

4.3 Centrifugal pumps shall not be damaged if 5.10 If power-driven transfer pumps are fitted in operated with a closed shut-off fitting over a lengthy fuel systems with more than one tank, suitable means period of time. are to be provided to prevent overfilling of service or storage tanks (e.g. overflow systems, high level alarm and automatic stop of the pump). 5. Fuel lines High level alarms shall trigger an acoustic signal a 5.1 Fuel lines are generally to be made of corro- suitable period of time before an unacceptably high sion-resistant metal with as few disconnectable pipe level is reached. The signal shall be audible under all connections as practicable. Pipe joints may be made conditions of operation. Chapter 3 Section 3 E Machinery Installations I - Part 3 Page 3–10 GL 2003

5.11 In fuel systems with power-driven transfer 7.2 Drain fittings are to be arranged as necessary. pumps, it shall be possible to maintain the full fuel It shall be possible to drain the entire raw-water sys- supply to the engines also in case of failure of a trans- tem. fer pump. In systems with only one power-driven pump, this requirement is considered to be met if fuel 7.3 Shell or keel coolers are to be fitted with vent can also be supplied to the engines directly from all valves at the highest point. the storage tanks fitted, or if additionally there is a hand pump for topping-up the supply tank. 7.4 For the cooling water supply to the engines, one cooling water pump per engine is sufficient, 6. Exhaust lines unless in accordance with A.1.1 the Rules for Classifi- cation and Construction, I – Ship Technology, Part 1 – 6.1 Engine exhaust lines are to be led to the open Seagoing Ships, Chapter 2 – Machinery Installations separately and so insulated and run that combustible are to be applied analogously. material cannot catch fire on the pipes and no detrimental heating effect on the environment can arise. 7.5 If the installation is such that the bilge pump is also used as reserve cooling water pump for the Temperatures of brackets and of bulkhead/deck/shell engine and can take suction from overboard, the bilge penetrations shall not exceed 80 °C. suction lines shall be so connected to the pump that ingress of water from overboard into the bilge system 6.2 Thermal expansion is to be compensated. is prevented. 6.3 If exhaust lines terminate near the waterline, 7.6 Use of copper alloy pipes suitable for sea measures shall be taken to prevent water from entering water is recommended. Steel pipes shall be internally the engine(s). galvanised or provided with other suitable corrosion protection. 6.4 In metal exhaust lines, means of draining fittings are to be provided at the lowest points. As regards the use of hoses, 2.2.2 is to be observed. Cooling jackets of exhaust lines shall be capable of being drained completely. 7.7 In the case of engines with cooling water injection into the exhaust line, measures are to be 6.5 Main- and auxiliary engine exhaust lines taken to prevent that, after the engine has stopped, shall have effective silencers fitted. Depending on the cooling water can enter the cylinders of the engine via type of silencer, means for cleaning and draining are the water inlet and the exhaust line. Siphoning shall be to be provided. prevented by providing an automatic vacuum-breaker as appropriate. The vacuum breaker is to be arranged at the highest point at the pressure side of the cooling 6.6 For hoses in exhaust lines 2.2.2.5 shall be water line, raised above the water line. observed.

6.7 Thermoplastic components may be used in 8. Bilge pumping arrangements exhaust lines with water injection only and on condition of monitoring of the cooling water flow or the 8.1 Scope temperature in the exhaust line immediately downstream of the point of water injection. 8.1.1 Each craft is to be equipped with a bailer.

7. Cooling water lines (raw water) 8.1.2 Craft within operating categories IV and V and with a length L of 6 m or more are to be provided 7.1 A filter is to be fitted in the raw-water supply with at least one fixed manual bilge pump in accor- line. For small auxiliary engines an inlet strainer on dance with Table 3.1. the hull is sufficient. The nominal flow rate of manual bilge pumps shall be based on 45 strokes per minute. I - Part 3 Section 3 E Machinery Installations Chapter 3 GL 2003 Page 3–11

Table 3.1 Bilge pumps

Bilge pipe NB Length L Hand pump flow rate Power pump flow rate (mm) (m) (m3/h) (m3/h) main pipe branch pipe

< 8 3 5 32 < 10 5 6 32 < 15 5 7,5 40 < 20 6 9 50 40

≤ 24 6 10,5 50 40

a combination of shut-off fitting and non-return valve 8.1.3 For craft in operating categories extending is to be provided on the discharge side of each pump. beyond those listed in 8.1.2, a power-driven bilge pump with at least the flow rate specified in Table 3.1 8.2.5 If several power-driven bilge pumps are fit- shall be installed in addition. ted, one of these is to have a direct bilge suction device from the machinery space. For sailing yachts without power (auxiliary) propulsion or power-driven electric generator(s), installation 8.2.6 Plastic bilge piping is not permitted in ma- of a second manual bilge pump is sufficient. The rate chinery spaces. Regarding use of hoses see 2.2.2. of flow shall at least match that of the manual pump required in accordance with the Table. 8.2.7 In the arrangement of bilge suction devices the following is to receive attention: 8.1.4 The power-driven bilge pump may also be coupled to the main or auxiliary propulsion engine. – free access for the bilge water, – each suction device to have a strainer, 8.2 Bilge piping, bilge suctions – accessibility for checking and maintenance. 8.2.1 Bilge piping are to be so arranged that also with unfavourable trim the bilges can be drained com- 8.3 Overboard connections pletely. 8.3.1 It shall be warranted that water cannot enter 8.2.2 In craft with watertight subdivisions or sub- the craft through the bilge pumping line - even in the divided bilges, every bilge pump shall be capable of event of maloperation. The outlet from the line is to be taking suction from every compartment aft of the arranged as high above the waterline as possible and forepeak bulkhead. the line is to be run to this via a pipe bend taken up to the deck. If that arrangement is not possible, two non- The pumps are to be connected to a bilge main with return devices shall be fitted between the outlet and branch pipes leading to the compartments. The branch the inlet (bilge suction). At least one of these devices pipes are to be connected to the main via closable non- is to be mounted at the hull. return valves or equivalent. The outlet at the vessel's side, however, shall always be closable. (See also 3.). 8.2.3 The forepeak shall not be connected to the common bilge system. For larger craft, the forepeak 8.3.2 In the case of pumps which can also take a should be connected to a suitable power pump which suction from the sea, the impossibility of seawater shall not have any direct connection with the common entering the craft is to be guaranteed by the installa- bilge system, e.g. the raw-water or the fire pump. tion of three-way cocks with L-plugs, angle cocks or Alternatively the forepeak may be drained to the ad- similar, into the suction line. joining compartment aft, through a self-closing valve fitted to the forepeak bulkhead, or by means of a sepa- 8.4 Arrangement of bilge pumps rate hand pump. The manual bilge pump is to be operable from the 8.2.4 If several bilge pumps are connected to a steering position/the cockpit. In larger craft the power- common discharge line, a closable non-return valve or driven pump may be operable from the steering posi- Chapter 3 Section 3 G Machinery Installations I - Part 3 Page 3–12 GL 2003

tion alternatively, if the height of installation of the "Ventilation openings are to be kept manual pump would reduce the required output. open during the use of the stove/cooker!"

9. Fresh water, sanitary installations 2. Heaters burning liquid fuels

9.1 Fresh water system 2.1 Only fuels with a flash point ≥ 55 °C may be used, unless specially approved by GL. 9.1.1 Walls of tanks for fresh water shall not be walls of fuel or sewage tanks. 2.2 Only heaters with closed combustion chamber and air supply and exhaust gas lines tight against 9.1.2 If the storage tank is filled via a fixed connec- the interior of the craft are permitted. tion, the bore of the filling pipe is to be used for dimensioning the vent line. If filling is not under pres- 2.3 Heaters which do not fully meet the require- sure, a vent pipe with a nominal bore of 10 mm is ments regarding safety time margin of the DIN stan- sufficient. dard may be approved if safety of operation is proved 9.1.3 Filling connections are to be identified un- in some other way, e.g. explosion-proof design of the mistakably. combustion chamber and the exhaust gas ducts.

9.2 Sanitary equipment 3. Liquefied gas for cooking, heating and cooling appliances 9.2.1 General The installation of liquefied gas systems has to be 9.2.1.1 When installing sanitary equipment, the offi- carried out in accordance with ISO 10239. Prospective cial regulations applicable to the area of operation are surveys for acceptance and revisions are subject to to be observed. national regulations. 9.2.1.2 Sewage discharge lines are to be so arranged For classification purposes the surveys for acceptance or equipped that it is impossible for water to enter the as well as the revisions, at intervals not exceeding a craft from outboard. See also 3. period of 2 years, are performed in compliance with GL Rules for Classification. 9.2.1.3 Each sanitary discharge is to have a gate Surveys, carried out by experts of DVFG 10, will be valve or sea cock at the hull penetration. See also 3. accepted by GL. 9.2.2 Sewage tanks 9.2.2.1 Vent lines are to be taken out into the open. G. Fire Extinguishing Equipment 9.2.2.2 For the discharge ashore of dirty water and sewage, a discharge line with a threaded deck connection in accordance with ISO 4567 shall be provided. 1. General

9.2.2.3 For the discharge lines overboard, 9.2.1 is to 1.1 Pleasure craft with accommodation or per- be observed. manently installed IC engines are to be equipped with portable fire extinguishers suitable for A, B and C class fires according Table 3.2.

F. Cooking, Baking and Heating Appliances

1. General

1.1 Galley stoves or cookers operating with liquid fuels shall be provided with save-walls of non- combustible materials. Measures are to be taken to prevent any leaking fuel to spread through the craft.

1.2 Stoves, cookers and heating appliances are to be so installed that undue heating of adjacent structures will not occur.

1.3 For the operation of galley stoves and cookers using liquid fuels, there shall be adequately sized ventilation openings. If such openings are closable a –––––––––––––– notice shall be fitted at the appliance: 10 Deutscher Verband Flüssiggas I - Part 3 Section 3 G Machinery Installations Chapter 3 GL 2003 Page 3–13

Table 3.2 Classification of extinguishing media 2. Number of fire extinguishers

Fire Nature of Extinguishing The number of extinguishers required is to be selected class burning material media based on the total weight of extinguishing agent, to be determined from the Table 3.3. Solid combustible materials or organic Water, dry powder, A nature (e.g. wood, foam Table 3.3 coal, fibre materials) Inflammable liquids Dry powder, foam, B (e.g. oils, tars petrol) carbon dioxide Minimum weight of Application extinguishing agent Gases (e.g. acety- Dry power, [kg ] C lene, propane) carbon dioxide

Inboard engines Preferably only dry chemical powder extinguishers should be used (see "Note" at the end of G.). – up to 50 kW 2 – up to 100 kW 4 For machinery spaces CO2 extinguishers are also acceptable. These shall however be stored in a space – over 100 kW which shall be gastight against accommodation per extra 100 kW spaces. an additional 2 or part thereof 1.2 The charge of an extinguisher shall be at least 2 kg and is not to exceed 6 kg. Additionally for craft with accommodation

1.3 The extinguishers are to be arranged conven- – up to 10 m 2 iently and with suitable brackets. – up to 15 m 4 – up to 20 m 8 1.4 Fire extinguishers are to be checked by an acknowledged expert every 2 years. – up to 24 m 12

1.5 For fighting a fire in the machinery space, a closable inlet opening is to be provided allowing the application of the extinguishing agent without prior 3. Water fire extinguishing installation removal or opening of parts of the machinery space casing. 3.1 The water fire extinguishing installation is to 1.6 Machinery spaces with IC engines with a be so designed that a solid jet of water can be directed total installed power of 375 kW or more are addition- to every part of the craft. ally to be equipped with a fixed fire extinguishing system in accordance with 4. The inlet opening required under 1.5 may be omitted in this case. 3.2 A suitable permanently installed manual pump is to be provided, which with its associated lines and the sea-suction is to be located outside the ma- 1.7 For machinery spaces with IC engines up to a chinery space. total installed power of 375 kW the amount of extinguishing agent determined in accordance with Table 3.2 for permanently installed engines may be reduced 3.3 Motor yachts are additionally to be equipped by up to 6 kg if a fixed fire extinguishing system in with a power-driven fire pump which shall meet the accordance with 4. is fitted. requirements in accordance with 3.1. This pump with its associated lines and the sea-suction may be located 1.8 Craft with a length L of 15 m or more are to in the machinery space. Pumps serving also other be provided with a water fire extinguishing installation water services, e.g. a bilge pump, may be used for this in accordance with 3. purpose.

1.9 All craft are additionally to be provided with: If the manual and the power-driven pump are supply- – craft up to 15 m: at least one draw bucket ing to a common fire main, a closable non-return valve is to be fitted on the discharge side of each con- – craft of 15 m and upwards: at least 2 draw buckets nected pump. Chapter 3 Section 3 H Machinery Installations I - Part 3 Page 3–14 GL 2003

3.4 A suitable fire hose of NB 25 with a nozzle A notice is to be provided at the release position: of at least 6 mm nozzle diameter and suitable couplings is to be provided. The length of the hose is to be "CO2 fire extinguishing system for machinery approx. 2/3 of the length of the craft, but not more space. Before releasing, make sure no one is than 15 m. in the space and all openings are closed."

3.5 In case of a power-driven pump, the fire main This text is to be supplemented by brief operating is to be fitted with at least one closable valve with instructions. hose coupling fitting the fire hose (fire hydrant) which shall be located on deck. 4.5.5 A warning notice is to be fixed to the access to accessible machinery spaces: 4. Fixed fire extinguishing systems "This space is protected by a CO2 fire 4.1 For fixed installations, dry powder or CO2 extinguishing plant. If CO2 is released may be used as extinguishing agents (see "Note" at the there is danger of suffocation; end of G.). leave space immediately. The space may only be re-entered after it 4.2 The quantity of extinguishing agent required has been thoroughly ventilated." to be stored is to be determined as follows, taking into account the size of the space to be protected. 4.5.6 For larger accessible machinery spaces, provision of an acoustic alarm is recommended which Dry powder: should be activated before the CO2 system is released. Q1,0Vkg=⋅ B [] 4.5.7 The system is to be checked by an expert company at intervals not exceeding two years. CO2: Note: Q0,8Vkg=⋅[] B The use of extinguishers containing Halon and the Q = quantity of extinguishing agent [kg] installation of Halon fire-extinguishing systems is no longer permitted. 3 VB = gross volume of space [m ]

4.3 Manual release of fixed fire extinguishing systems shall be activated from outside the machinery H. Steering Gear space. 1. Scope 4.4 Fixed piping with suitable nozzles is to be provided for conveying the extinguishing agent. The The following applies to steering gear. This comprises nozzles are to be so arranged as to ensure even distri- of the steering engine and all elements of the transmis- bution of the extinguishing agent. sion from the steering position to that engine.

4.5 CO2 fire extinguishing system 2. Design 4.5.1 CO cylinders are to be installed with gas- 2 2.1 Modes of drive tight separation from accommodation and accessible machinery spaces. Both, power and manual, drive may be applied. Means of emergency steering are to be provided, e.g. emer- 4.5.2 Automatic release of CO2 systems is not gency tiller (see also Section 1, A.3.) permitted. Emergency steering drive shall be such as to be readily available. In the case of power steering , it is to be 4.5.3 The CO line to the machinery space is to be 2 ensured that in the event of failure of the power steer- fitted with a shut-off valve in addition to the cylinder ing the emergency steering remains operable. valve. The line between CO2 cylinder and shut-off valve is to be designed for an operating pressure of 2.2 Steering gear for outboard motors 8 ⋅ 106 [Pa]. The outboard motor is to be fitted with a suitable tiller 4.5.4 The release arrangement is to be suitably arm for connecting to the steering gear. Twin-engine safeguarded against unintentional operation, taking plants are to have the two engines positively con- also into account the presence of children on board. nected. I - Part 3 Section 3 I Machinery Installations Chapter 3 GL 2003 Page 3–15

2.3 Steering gear for "Z"-drives and jet drives I. Anchor Windlasses The design of steering gear for these drives is to be agreed with GL. 1. Scope The following applies to anchor windlasses required in 2.4 Protection against overloading accordance with Section 1, G. 2.4.1 Power-driven and manual-hydraulic steering gear shall be protected against overload (slipping 2. Design clutch, safety valve) limiting the torque applied by the drive. 2.1 Driving mode

2.4.2 In the case of hydraulic steering gear, also 2.1.1 Manual drive is permissible as primary drive. inadmissible torques caused e.g. by grounding of the Hand cranks shall be kick-back proof. rudder, etc. are to be limited by safety valves. Safety valves which simultaneously are effective for both the 2.1.2 For power-driven windlasses, an emergency driving and the driven end are permitted. drive independent of the primary drive is recommended. If the emergency drive is to be manual, this is 2.5 Rudder position indication to be so arranged that switching-on the power drive The midship position of the rudder shall be distin- cannot cause any danger. guishable at all times. Power driven steering gear is to be provided with a rudder position indicator. 2.2 Overload protection An overload protection device is to be provided to 2.6 Rudder angles limit the moment of the driving unit. 2.6.1 Power steering gear are to be provided with suitable devices (e.g. limit switches) limiting the pos- 2.3 Clutches sible travel such that the admissible rudder angle cannot be exceeded. Windlasses are to have clutches between chain sprocket and drive shaft. 2.6.2 Regarding end stops for tillers, quadrants, etc., see Section 1, A.3. 2.4 Brakes Windlasses shall be fitted with chain sprocket brakes 3. Power and dimensioning which guarantee safe braking action and holding power of anchor and chain when the sprocket is un- 3.1 Power clutched. Furthermore in the case of non-self-locking gear, means are to be provided which prevent the The steering gear is to be so designed that, with the chain from running out, if the drive fails with the craft at full ahead, "Z"-drives and jet drives can be put chain sprocket clutched. from hard-over to hard-over to either side without undue effort. 2.5 Chain sprockets The time taken for this shall as a rule not exceed 35 s. Chain sprockets shall have at least 5 teeth. 3.2 Dimensioning of transmission elements 3. Power and dimensioning 3.2.1 The stresses arising in the transmission elements shall lie below the yield strength of the materi- 3.1 It shall be possible to raise the threefold als employed. weight of the anchor at a mean speed of 3 m/min. In the case of manually driven windlasses, a manual 3.2.2 For the dimensioning of tillers and quadrants, force of 15 kg at a crank radius of about 35 cm and a Section 1, A.3. is to be observed. cranking rate of about 30 rev./min is not to be exceeded. 4. Testing 3.2 The drive's capability of delivering a short- 4.1 After installation the steering gear is to be duration overload for breaking-out the anchor is to be submitted to a final survey and performance test. ensured.

4.2 In case of hydraulic gear a pressure test at 1,5 3.3 The dimensioning of the transmission ele- times the pressure setting of the safety valve is to be ments is to be carried out in accordance with standard carried out. engineering practice. Chapter 3 Section 3 J Machinery Installations I - Part 3 Page 3–16 GL 2003

J. Operating Instructions, Tools, Spare Parts 3. Spare parts

1. Operating instructions 3.1 Craft of operating categories III and IV and beyond are to carry at least hose clips, V-belts and half The necessary operating and maintenance instructions a charge of engine lubricating oil as spares. for machinery and ancillary equipment shall be available on board. 3.2 If extended voyages are intended, the operator is additionally obliged to supply tools, accessories, 2. Tools consumables and spares on board in accordance with requirements. Sufficient tools are to be carried to allow for simple repair or maintenance work to be carried out as de- The recommendations of component manufacturers scribed in the operating and maintenance instructions. are to be taken into account.

I - Part 3 Section 4 C Electrical Installations Chapter 3 GL 2003 Page 4–1

Section 4

Electrical Installations

A. General For pleasure craft intended to operate only in restricted areas, GL may permit deviating conditions. 1. Scope

1.1 These construction rules apply to the craft's wiring systems up to an operating voltage of 50 V, whatever the class or type of craft. B. Approval Documentation GL reserve the right to permit deviations from these rules on an individual case basis, or to make special The documentation listed below is to be submitted in demands in the case of novel installations or equip- triplicate for approval before construction starts: ment. 1. Form F 145 1.2 If the rated voltage of the installation is more than 50 V or parts of the electrical installation are Information about extent and type of the electrical operated at a voltage higher than 50 V, the current installation on Form F 145 (the form can be obtained Rules for Classification and Construction, I – Ship from GL). Technology, Part 2 – Inland Waterway Vessels, Chap- ter 3, are to be applied as appropriate. As regards the 2. General circuit diagram shore connection for shoreside voltages exceeding 50 V, reference is made to F.6. A general circuit diagram of the electrical installations showing the basic systems for power generation, en- 1.3 These rules apply to permanently installed ergy storage and distribution with output data for electrical systems and equipment. generators, storage batteries, users including their fuses and the associated cable types and cross sections. 2. Rules and standards Any non-standard symbols used are to be explained in Where specifications for electrical installations and a key. equipment are not provided in these rules, the application of other rules and standards will be agreed if All documents are to be indicated with the hull num- appropriate. Amongst these are (e.g.) the publications ber and the name of the shipyard. of the IEC, particularly all IEC-92 publications. As well as the GL Rules, existing national rules and regulations are to be observed. C. Protective Measures 3. Principle requirements 1. General 3.1 Dimensioning of components 1.1 Materials for electrical machinery, cables and All parts shall be designed to meet the special operat- other electrical components must be capable of with- ing stresses due to (e.g.) craft motion, heel, trim, vi- standing humid air and sea water mist, sea water and bration and be protected against moisture and corro- oil vapour. They must not be hygroscopic; shall be sion. hard to ignite and self-extinguishing. For areas where sea air need not be taken into account, 3.2 Environmental conditions appliances designed to Industrial Standards may be Trouble-free operation of the electrical installation is used. to be ensured under: – continuous heel of up to 15° 2. Protection against foreign bodies and water

– short time heel of up to 30° 2.1 The grade of protection of electrical compo- – short time longitudinal inclinations of up to 20° nents against foreign bodies and water shall be suit- – ambient temperature up to 45 °C able for the location where they are installed. Chapter 3 Section 4 E Electrical Installations I - Part 3 Page 4–2 GL 2003

2.2 In the compartments listed below, the mini- 3.1.2 If the ventilation fans described under 3.1.1 mum grade of protection considered for electrical above are installed in the machinery space, they must components shall be: be ignition protected. Fans whose electric motor is not ignition protected shall be fitted outside the machinery – machinery spaces, operating spaces: IP 23 space and outside the ventilation duct. – below deck, living spaces, cabins: IP 20 3.2 Electrical components must not be fitted in – enclosed steering position: IP 23 stowage spaces for gas cylinders for heating and cooking. – open deck, open steering positions: IP 55 – appliances which may be flooded: IP 56 4. Protection against lightning – ventilation fan shafts to the open deck: IP 44 It is recommended that a lightning protection system be fitted. – storage battery spaces; lockers; boxes: IP 44 For notes regarding design and construction see 2.3 The grades of protection are to be ensured by Annex F. the appliances directly or by appropriate constructional measures when installing them.

2.4 Regarding protective systems for appliances D. Electrical Machinery in spaces where an explosive atmosphere may build up, see 3. 1. General

3. Explosion protection 1.1 All motors and generators must meet a standard accepted by GL, provided no special data are contained in the rules that follow. 3.1 In enclosed or semi-enclosed spaces housing petrol engines or petrol containers, all electrical 1.2 Terminals must be located in an easily acces- equipment shall be ignition protected (Explosion- sible position and dimensioned in accordance with the group IIA, temperature class T 3) if their installation cross-section of the cable to be connected. The termi- there cannot be avoided. This includes electric starters nals are to be clearly identified. and generators; excluded are outboard motors in well- ventilated trunks. 1.3 Each generator and motor is to have a manu- 3.1.1 If it is not possible to use fully ignition pro- facturer's name- and capacity plate fitted which con- tected appliances, the machinery space is to be pre- tains all important operating data as well as the manu- ventilated using electric-motor driven ventilation fans. facturing number. The fan output is to be such as to ensure at least a five times air exchange. Only after that the petrol engine may be started. E. Storage Batteries Preferably an interlock is to be provided between the fan motor and the petrol engine starter, which ensures 1. General that the latter can only be operated once the abovementioned condition for the pre-ventilation of the machinery space has been fulfilled. Alternatively a 1.1 These rules apply to permanently installed storage batteries. plate shall be displayed in a clearly visible place, e.g. the engine control position, with the inscription: 1.2 Storage batteries shall be so made that they retain their rated capacity up to an inclination of 22,5° ATTENTION! EXPLOSION HAZARD! and leakage of electrolyte is prevented up to 40° of inclination (50° in the case of sailing yachts). Cells Before starting the engine, the machinery without covers are not permitted. space is to be ventilated for at least ..... minutes!

1.3 Storage battery ratings are to be shown on a The length of ventilation time to be inserted in the rating plate. above text shall be calculated from the machinery space volume and the fan output. 2. Location

In installations where pre-ventilation is obligatory, it 2.1 Storage batteries are to be so located that shall be ensured that after a short interruption (possi- escaping gases or electrolyte can neither endanger bly reversing) the propulsion engines of the craft can persons nor damage equipment. be started again without delay. I - Part 3 Section 4 E Electrical Installations Chapter 3 GL 2003 Page 4–3

2.2 Storage batteries must not be located where 4.2 The ventilation supply and exhaust openings they are exposed to unacceptably high, or also low, are to be so arranged that there is a flow of fresh air temperatures, spray or other influences which might over the entire battery. impair their ability to function or reduce their service life. The minimum protective grade to be provided is 4.3 Fittings impeding the free passage of air, IP 12. such as flame arrestors and Davy screens must not be installed in battery compartment air supply and ex- 2.3 When locating the storage batteries, the out- haust ducts. put of the associated chargers is to be taken into account. The charging capacity of the batteries is to be 4.4 If batteries are operated exclusively in paral- calculated from the charger maximum current and the lel or switch-selected with the supply system, battery battery rated voltage. compartments, containers or lockers may be naturally ventilated provided the charging capacity does not Depending on operating mode, service and utilisation exceed: of the storage battery to be charged and the nature of the charging process (charger characteristic), follow- – 3 kW in the case of lead-acid batteries ing agreement with GL, the maximum current may be deviated from as the basis for calculation of the charg- – 2 kW in the case of nickel-cadmium batteries ing capacity. even under boost charging conditions. If several storage batteries are assembled in one place, the sum of their charging capacities is to be used as If that charging capacity is exceeded, forced ventila- the basis. tion is to be provided.

2.4 Storage batteries with a charging capacity of 4.5 The minimum volume of air to be extracted is up to 2 kW may be located below deck, open in a well-ventilated locker or housing. Q0,11In= ⋅⋅

2.5 Storage batteries with a charging capacity of Q = the volume of air extracted in [m3/h] more than 2 kW, if located below deck, are to be housed in an enclosed locker/housing or compartment, I = strength of current according to charger char- with ventilation supply and -extraction to the open acteristic, but at least 1/4 of the maximum deck (see also 4.4.). current of the charging system or of the charging current reduced in accordance with 2.6 Storage batteries shall be safeguarded against 2.3. slipping. Straps or supports must not impair ventilation. n = number of cells in the battery.

4.6 In case of natural ventilation, the conditions 3. Equipment in battery compartments of 4.5. are considered being met if ducts are rated as set out below, where an air velocity of 0,5 m/sec is 3.1 Lights, ventilation fan motors and space used as a basis. heaters in battery compartments shall be ignition protected. The following minimum requirements are to be The slope of the ducts must not exceed 45° to the met: vertical.

– Explosion Group II C 4.7 For forced ventilation, a suction fan is to be used preferably. The fan motors shall either be igni- – Temperature Class T 1 tion protected (see 3.1.) and electrolyte-proof, or be located outside the area of danger (preferred solution). 3.2 The internal walls of battery compartments, boxes and lockers including all supports, troughs, The fan impellers shall be of a material which does containers and racks shall be protected against the not create sparks if it touches the casing, and which damaging effect of the electrolyte, should an escape of does not conduct any static charges. electrolyte be possible. The ventilation systems shall be independent of those of other compartments. 4. Ventilation 4.8 Where battery charging and switching-on of 4.1 All battery compartments, lockers and boxes the ventilation fan are automatic when charging starts, must be so constructed and ventilated that any build- continued ventilation is to be ensured for at least one up of ignitable gas mixtures is prevented. hour after charging has ended. Chapter 3 Section 4 F Electrical Installations I - Part 3 Page 4–4 GL 2003

Table 4.1 Cross-section of extraction air ducts 1.1.1 If it is intended to earth the on-board mains, the negative pole of the power supply is to be earthed centrally and open to checking. Charging Cross section of extraction air ducts [cm2] capacity P Possible earths are the metal hull of the craft, a metal [Watts] Lead batt. Ni-cad batt. ballast keel not laminated-in or an earthing plate located submerged. P < 1000 80 120

1000 ≤ P ≤ 1500 120 180 In this context, notes regarding the corrosion protec- 1500 < P ≤ 2000 160 240 tion required for metal components located on the submerged part of the hull (Section 1, F.) are to be 2000 < P ≤ 3000 240 Forced ventilation observed. P > 3000 Forced ventilation

1.1.2 The standardised voltages 12 and 24 V are preferably to be used for the general on-board mains. 4.9 Where sealed-cell batteries with internal oxygen consumption are used exclusively, the outgo- ing air duct cross sections may be reduced by half. 2. Switchboards and switchgear 5. Miscellaneous 2.1 Switchboards and switchgear locations are to 5.1 Charging devices have to be provided which be easily accessible. are able to charge the batteries within 10 hours up to 80 % of the battery capacity. 2.2 Switchboard housings are to be made of 5.2 Storage batteries are to be protected against metal or of a hard-to-ignite and self extinguishing discharge by reverse current by suitable means in the material. charging system, and against short circuits by fuses nearby. The fuses must however not be fitted in the battery container or compartment itself. Regarding battery switches see F.3. 3. Fuses and switches

5.3 Installation of the appropriate measuring instruments for indicating battery voltage and charg- 3.1 A main switch for disconnecting the on-board ing and discharging current is recommended. mains batteries is to be provided close to these. The length of cable between batteries and main switch The functioning of generators is to be monitored. shall be as short as possible.

5.4 The battery capacity must be designed to be sufficient to supply important users (e.g. navigation 3.2 Each generator shall be provided with short- lights) for at least 8 hours without a boosting charge. circuit and overload protection.

5.5 Where IC engines are fitted which cannot be Deviations are permissible for small installations, started manually, provision of separate batteries for comprising of a dynamo and associated governor. starting and for general use is recommended.

3.3 Fuses acting as overload and short-circuit protection are to be provided in the main switchboard F. Distribution Systems or the distribution boards on the positive pole for each consuming device or user group and in pleasure craft 1. General with metal hulls in each non-earthed conductor. Provi- sion of a switch to disconnect the mains is recommended for every user outlet protected by fuses. Fuses 1.1 Only those systems are permitted in which all are to have an enclosed fuse link. operationally current-carrying conductors are laid insulated. Hull-return systems are only allowed for locally restricted installations, e.g. the electrical For non-fused battery outlets, e.g. starter cables, see equipment of IC engines. 4.7. I - Part 3 Section 4 F Electrical Installations Chapter 3 GL 2003 Page 4–5

3.4 Operationally important users are to be indi- – HO5 VV-F in accordance with DIN 57281 vidually fused in principle, and if necessary individu- VDE 0281 ally switched. – HO7 V-K in accordance with DIN 57281 3.5 Position lights and other lights significant for VDE 0281 navigation shall be fused and able to be switched – YSLY or NYSLY independently from other users, at least as a separate group. – YSLYCY or NYSLYCYÖ

The conductors in the cables must be of electrolytic 4. Cables, lines and laying them copper and multi or fine stranded. 4.1 Cables and insulated lines shall be of a GL- approved make. Examples of such are: 4.2 Cables and lines must not be loaded and fused above the values given in Table 4.2. a) cables and lines according to IEC-92 or DIN 89150 and made in accordance with the stan- In the case of lengthier cable runs, permissible volt- dards and rules quoted in these. age-drops are to be taken into account. b) VDE- and DIN types of lines, e.g.: Permanently installed power cables shall have a mini- – HO7 RN-F in accordance with DIN 57282 mum cross sectional area of 1,5 mm2; control cables of VDE 0282 0,75 mm2.

Table 4.2 Conductor cross-sectional area, allowable continuous current and stranding

Cross- Maximum current, in amperes, for single conductors Minimum number sectional at insulation temperature ratings of strands area mm2 60 °C 70 °C 85 °C to 90 °C 105 °C 125 °C 200 °C Type 1 1 Type 2 1 0,75 8 10 12 16 20 25 16 –– 1 12 14 18 20 25 35 16 –– 1,5 16 18 21 25 30 40 19 26 2,5 20 25 30 35 40 45 19 41 4 30 35 40 45 50 55 19 65 6 40 45 50 60 70 75 19 105 10 60 65 70 90 100 120 19 168 16 80 90 100 130 150 170 37 266 25 110 120 140 170 185 200 49 420 35 140 160 185 210 225 240 127 665 50 180 210 230 270 300 325 127 1 064 70 220 265 285 330 360 375 127 1 323 95 260 310 330 390 410 430 259 1 666 120 300 360 400 450 480 520 418 2 107 150 350 380 430 475 520 560 418 2 107 1 Conductors with at least type 1 stranding shall be used for general craft wiring. Conductors with type 2 stranding shall be used for any wiring where frequent flexing is involved in use.

Chapter 3 Section 4 G Electrical Installations I - Part 3 Page 4–6 GL 2003

4.3 Cable cross sections for the electric starters of via screwed connections by means of crimped lugs. IC engines are to be dimensioned in accordance with Soldered connections must not be used. the data furnished by the engine manufacturer. 5.2 Cable feed-throughs passing decks and water- Table 4.2 gives allowable continuous current ratings tight bulkheads shall have stuffing boxes or be sealed in amperes determined for 30 °C ambient temperature. by means of a GL-approved pourable sealing com- For conductors in engine rooms (60 °C ambient), the pound. maximum current rating in Table 4.2 shall be derated by the factor below: 6. Shore connection

Table 4.3 6.1 Shore connection voltage ≤ 50 V On-board mains voltage ≤ 50 V Temperature The connection on board is to be made via a plug and rating of Multiply maximum socket. Protection shall be in accordance with C.2. but conductor insulation current by at least IP 23. °C An information plate is to be fitted with data on per- 70 0,75 missible supply voltages, frequencies, current type and 85 to 90 0,82 amperage. 105 0,86 The shore connection is to have overload and short circuit protection. There must be an indication 125 0,89 whether the connection is live. 200 1

6.2 Shore connection voltage > 50 V 4.4 The voltage drop between power source and On-board mains voltage ≤ 50 V consuming device must not exceed 7 %; for navigation lights 5 % respectively. Additionally to 6.1, a galvanic separation is to be fitted between shore and on-board mains, and the plug 4.5 Cables and lines are to be so laid and fastened and socket shall have an earthing contact. that the movements of the craft cannot cause them to shift, and that they are not exposed to unacceptable 6.2.1 If individual users are fed at voltages exceed- ambient temperatures. ing 50 V via the shore connection, an earth-leakage They are to be laid at a safe distance from exhaust circuit breaker shall be provided between the on-board ducts and other sources of heat. plug and socket and the downstream users. The fault earth-leakage circuit breaker shall switch off the entire 4.6 Non-fused cables, e.g. battery cables, are to system if a rated fault current IΔn ≤ 30 mA is reached. be laid safe from short circuits, i.e. they must be laid in such a way that the possibility of a short circuit can be excluded even if the insulation should fail. G. Spares 4.7 Multi-core cables or lines are preferably to be used. 1. Spares 4.8 Cables and lines must be hard-to-ignite and self-extinguishing. It is recommended that the following spares be taken on board: 5. Cable accessories and installation material 1 set of electric bulbs for navigation lights 5.1 Cable and line connections shall, in principle, 1 set of fuses unless all appliances are protected be made by using terminals with core protection, or by automatic cut-outs. I - Part 3 Section 5 A Safety Requirements Chapter 3 GL 2003 Page 5–1

Section 5

Safety Requirements

A. Technical Requirements for Ship Safety 5.3 All doors and escape hatches 1 must be operable from both sides. 1. General 5.4 Regarding in- and outlet fittings on the shell for the cooling- and bilge water and sewage lines, see 1.1 The requirements defined hereinafter are to Section 3, E.3. be checked by calculation and/or by trials with the prototype craft in the fully loaded ready for use condi- 5.5 A closure plan report in accordance with GL tion. Trials are to be carried out under the supervision Form F 434, showing all openings, cut-outs, passages, of a GL surveyor. etc. in deck and shell is to be submitted in triplicate for approval before the start of construction. Details regarding the execution of the trials are laid down by GL Head Office. 6. Openings and closures in hull, deck, cockpit and superstructure 1.2 Requirements/instructions in other Sections of these Rules based on the Operating Category are to The following is required: be observed. Requirements 2. Maximum dead-weight Component Operating Operating For all sorts and types of craft and in all Operating Category Category I, II III, IV, V Categories, the maximum dead-weight "Zmax" derives from the displacement "D" at minimum freeboard Deck hatches [1] [3] [2] [3] subtracting the craft's lightweight "E": Cockpit hatches [1] [2] [3] Sliding covers [2] [3] [9] [2] [3] Cabin access [2] [5] [2] [4] 3. Number of persons Ventilation ducts for [2] [7] [2] [3] accommodation There is a recommendation in Annex H for the num- Ventilation ducts for ber of persons in relation to the space available on [2] [3] [6] [7] [2] [3] [6] board. Machinery space Air pipes [2] [3] [6] [2] [3] [6] 4. Freeboard Centreboard case [1] [2] [8]

The freeboard derives from the maximum draught for Hawsepipe [2] [2] which the stability of the craft has been proven. A relevant recommendation is listed in Annex H. [1] Weathertight closure 5. Closure condition "Weathertight" means that whatever condition of the sea arises, no water can penetrate into the craft. Weatherthightness is to be checked by 5.1 All openings, cut-outs, passages, etc. in the spraying the closure from outside using a con- shell must be designed to be closed by means of suit- ventional water hose, from a distance of about able devices, fittings, etc. that no water can enter the 2,0 m (minimum jet pressure 1 bar). inside of the craft. This does not apply to cockpit drain pipes.

5.2 Doors, hatch and ventilation duct covers plus their hinges, lock tumblers and securing arrangements must be adequately dimensioned. Details are to be –––––––––––––– submitted for approval. 1 Regarding arrangement and size of escape hatches see B.5.3. Chapter 3 Section 5 A Safety Requirements I - Part 3 Page 5–2 GL 2003

[2] Spraytight closure [6] May only be located above the main deck in a sheltered place, so that even in bad weather the "Spraytight" means that no major quantities of engines can be kept going for as long as possi- water can penetrate into the craft as a result of ble. short-time immersion. Spraytightness is to be proven by shooting water from a bucket onto the [7] Shall be capable of being closed weathertight closure from a distance of about 2 m. (e.g. canvas cover) in the event of heavy weather. [3] Craft unable to use sails or sail-like means for propulsion: [8] The safety gap from the flotation plane to the – all openings liable to become submerged lowest point not watertight shall be at least over a heeling range from 0 to 50° shall, if 100 mm. Parts of the centreboard case above the situation requires, be made weathertight that level are to be made spraytight. to ensure a stability range up to 50° [9] May only be located on a superstructure or – craft with a stability range of less than 50° deckhouse. are not excluded from this measure. Hatches with sliding covers in the forward part Craft able to use sails or sail-like means for of the craft shall have a coaming height of propulsion: 150 mm above the superstructure – all openings liable to become submerged over a heeling range from 0 to 90° shall, if 7. Windows, skylights and port lights the situation requires, be made weathertight to ensure a stability range up to 90° 7.1 In any case windows opening into enclosed – craft with a stability range of less than 90° spaces shall be watertight and adequately dimensioned are not excluded from this measure. for the intended Operating Category.

"Sails or sail-like means" Machinery space windows must be fixed ones.

Aerodynamic means of propulsion which as a 7.2 Windows in the hull which can be opened rule cause significant heeling moments which must be kept closed when at sea. Where the craft is must be taken into account for stability and its used for commercial purposes or for public use, this assessment. must be suitably ensured.

[4] Height of coaming at least 50 mm. The bottom edge of windows in the hull shall be at least 500 mm above the flotation plane. Removable coamings of craft in Operating Cate- gory III must meet the requirements under [5]. Windows in the hull are not permitted in machinery spaces. [5] The heights of the coamings of the doors leading to the spaces below decks must not be less than 7.3 Deadlights are to be carried on board for all the following values. windows in the hull, windows in walls facing forward and those whose surface area exceeds 0,20 m2. If there are windows of the same size on the port and the star- Motor craft Sailing craft and motorsailer board side, deadlights are only needed for one side. Position Coaming height Coaming height Deadlights may be dispensed with if: [mm] [mm] – glass thickness is twice that required under 7.7, or In side- and back walls, accessible 150 150 – the craft is due to operate in category IV and the from main deck windows are above the weather deck, or In back walls, accessible from 380 above 460 above – the craft is due to operate in category V. cockpit cockpit floor cockpit floor anywhere if this 7.4 Window panes shall preferably be made of access leads di- toughened or tempered safety glass ("ESG"), but lami- rectly into the 460 460 nated glass ("MSG"), acrylic and polycarbonate sheet spaces material or equivalent material may also be used.

Machinery space window panes in deckhouses must Removable coamings in door openings are to be be of toughened/tempered safety glass; if not, an ex- capable of being secured in place. ternal deadlight shall be provided. I - Part 3 Section 5 A Safety Requirements Chapter 3 GL 2003 Page 5–3

In Operating Categories I and II, plastic panes shall be the shell windows or forward facing windows in ac- UV-stabilised. cordance with 7.7, but at least 7,0 mm.

7.5 Hull windows with silicate glass ("ESG", 7.9 Port holes are treated like windows. "MSG") panes shall have metal frames which can be tightly bolted to the shell. The bearing width of the 8. Cockpit glass against the frame must be at least 6,0 mm. Panes of acrylic or polycarbonate sheet material are to 8.1 Cockpit floor plus longitudinal and transverse be fixed by frames. They may also be bolted directly walls count as primary structural members, the scant- to the shell or external wall, provided the bolting is ling of which shall be in accordance with Section 1. capable of resisting the stresses arising and guarantees Cockpits shall be watertight to the inside of the craft. lasting water-tightness. The bearing width of the glass is to be 3 % of whichever is the shortest side of the 8.2 Regarding closures and coaming heights of pane, but at least 20 mm. hatches and doors of adjoining storage and living spaces, see 5. and 6. Designs offering equivalent safety are permitted. The strength is to be proven by tests and/or calculation. 8.3 The cockpit floor must be sufficiently high above the flotation plane to drain water that has en- 7.6 Rubber clamping sections may be used only tered immediately through drain pipes or clearing in Operating Categories IV and V, provided the ports under all foreseeable states of heel and trim of shorter side of the window is no longer than 300 mm the craft. and the corner radius is at least 50 mm. 8.4 Each cockpit shall be provided with at least 7.7 The window glass thicknesses are to be de- one drain pipe each side. The total cross section of the termined as follows: pipes on both sides shall be determined as follows:

FF⋅ tn= b [] mm y

F = surface area of pane in [m2] V = cockpit volume in [m3] measured to top edge of cockpit coaming at its lowest point. Fb = freeboard in accordance with Annex H in [m] The total cross section of all drain pipes may not be y = height of window centre above flotation less than: plane in [m] 2 fmin = 25,0 cm in Operating Category I n = factor in accordance with Table below 2 fmin = 12,5 cm in Operating Categories II and III tmin = minimum thickness, see Table below 2 fmin = 10,0 cm in Operating Categories IV and V 7.8 Only acrylic or polycarbonate sheet material may be used for skylights and hatches. The thickness The cross section values determined are also required of the panes in these must be 25 % greater than that of in the area of any strainers that may be present.

n Window type Pane tmin and position material Operating Category Operating Category [mm] I, II, III IV, V Hull- and forward "ESG" 12,0 11,0 6 facing windows of Polycarbonate 15,6 14,0 5 cabins and superstructure Acrylic "MSG" 18,0 16,0 5 Windows in rear "ESG" 9,6 8,6 4 walls or recessed Polycarbonate 12,5 11,0 5 sidewalls of cabin and superstructure Acrylic "MSG" 14,4 13,0 5

Chapter 3 Section 5 A Safety Requirements I - Part 3 Page 5–4 GL 2003

8.5 Cockpits extending all the way across the 9.6 Short hose sleeves are permitted. The condi- craft must have clearing ports or drain pipe cross sections in accordance with 8.7. are to be observed. tions in accordance with 9.2. 10. Guardrails, guardrail stanchions, bow and 8.6 Cockpit drain pipes shall be equal in strength stern pulpits to the surrounding hull. Cockpit drain pipes may only be replaced by hoses 10.1 Specification with special permission. Depending on Operating Category and craft size, each Valves in cockpit drain pipes must be kept perma- craft shall be fitted with guardrails meeting the follow- nently open. ing specification:

8.7 Short hose sleeves are permissible under the following conditions: Guardrail Operating height Specification – the distance between sleeve and waterline shall Category and remarks [mm] be at least 100 mm. for craft whose – The sleeve shall still be above the waterline with I the craft heeled 15°. 600 L ≥ 8,0 m II, III, IV [1] [2] [3] [4] [5] – The hose used shall be in accordance with DIN 20022. for craft whose I – Two corrosion resistant clips are to be fitted at 450 L < 8,0 m each end of the sleeve. II, III, IV [1] [2] [4]

9. Deck drainage for decked craft with cabins & super- 9.1 An adequate number of outlets or scuppers V 450 structures with shall be fitted to allow water to drain from the weather L ≥ 6,0 m deck(s). [2] [4] [6]

9.2 If a bulwark is envisaged, this must have sufficient clearing ports of adequate size. The clear opening A of all the ports on one side of the craft is to [1] Guardrails plus bow and stern pulpits provide be determined in accordance with the following for- the required degree of safety only if the adjoin- mula: ing surfaces are also safe to walk on in all foreseeable situations.

On each side of the craft there shall be a pas- sageway of sufficient width and with a non skid surface, plus a toerail at least 20 mm high along A = length of bulwark in [m] of one ship's side the deck edge. h = height of bulwark in [m] [2] Guardrail stanchions must not be more than 2,15 m apart. 9.3 The clear opening of the clearing ports in a superstructure bulwark shall not be less than 50 % of the opening determined in accordance with 9.2. [3] The distance between rails, and from rails to deck, must not exceed 300 mm. 9.4 The bottom edges of the clearing ports and On each side of the craft, the rails in way of the bulwark cut-outs are to be as close to the deck as pos- cockpit shall have slipping arrangements, ade- sible. If the clear height of a port or cut-out is more quately sized and simple to operate. than 230 mm, a rail is recommended as protection against falling overboard. If a stern pulpit is not needed, the rails in a sailing craft shall run from the bow pulpit to the 9.5 Deck drain pipes shall match the surrounding cockpit after edge and around the back of the hull in strength. cockpit.

Deck drain pipes may only be replaced by hoses with [4] Bow pulpit required special permission. Valves are not permitted in deck drain pipes. [5] Stern pulpit required I - Part 3 Section 5 B Safety Requirements Chapter 3 GL 2003 Page 5–5

[6] Guardrails are not needed if other safety arrangements appropriate to the craft type are pro- Minimum power in kW 3 vided. These include handrails and handholds on Type of craft per 1,0 m the cabins. of displacement Sailing craft with 10.2 Required component dimensions V ≤ 2,25 m3 2,20 + (2,25 – V) 1,65

Guardrails shall consist of multi strand steel wire. The Sailing craft with minimum thickness of the top rail shall be at least V > 2,25 m3 2,2 4 mm. The thickness of the lower rails may be reduced by 40 % but must not be less than 3 mm dia. Motorsailers with V ≥ 2,25 m3 3,0 Guardrail stanchions and pulpits shall have the following minimum section modulus at the foot: Motor yachts 4,50 V = in accordance with Section 1, A.1.

h Wc=⋅ ⎡⎤ cm3 ⎣⎦ ReH 12.2 A maximum permissible engine power may be stated for motor yachts and motor boats if this is necessary for the safety of the craft. c = 300 a + 100 cmin = 400 B. Fire Protection a = stanchion spacing in [m] h = stanchion height in [m] 1. General

2 ReH = yield stress of material in [N/mm ] 1.1 To prevent a fire from starting as well as from spreading, preventive measures shall be taken in the area of possible sources of fire. Stanchion feet and pulpits must be bolted through or welded down. Possible sources of fire are – machinery 'Plug-in' stanchions and pulpits shall have the feet secured. – electrical installations and appliances – heating and cooking appliances 11. Flotability, reserve buoyancy 1.2 Installation of the machinery and the electrical gear in accordance with Sections 3 and 4 of these 11.1 Open and partially decked craft shall be ca- Rules already provides a certain basic level of re- pable of remaining afloat with max. deadweight when quired fire protection measures. swamped, and have enough reserve buoyancy to serve as flotation aid for the occupants. A reserve buoyancy 1.3 Compliance with the GL Rules which follow, in the swamped condition of at least 15 kg per person preventive maintenance of the appliances and installa- is to be provided. tions by the owner and the operator of the craft, plus the latter's prudent behaviour and regular checks will 11.2 The buoyant chambers necessary to provide contribute to reduce the risk of a fire to a minimum. the reserve buoyancy shall be permanently installed and should be foam filled. If not foam filled, they shall 2. Paintwork, insulation, etc. comprise of at least two separate cells and shall demonstrate watertightness. 2.1 Paintwork/topcoats in machinery spaces must be hard-to-ignite, e.g. in accordance with DIN 4102.

12. Required and permissible engine power 2.2 Material used for the insulation of machinery spaces shall be at least hard-to-ignite. The surface of 12.1 The safe handling of pleasure craft presup- the insulation towards the machinery space shall be oil poses a certain minimum power of the propulsion repellent. engines. For craft with inboard engines and fixed pitch propellers, the following minimum powers are rec- 2.3 In motor yachts whose propulsion power ommended: > 400 kW, incombustible material - e.g. in accordance Chapter 3 Section 5 C Safety Requirements I - Part 3 Page 5–6 GL 2003

with DIN 4102 (A) - is to be used for insulating the 4.2 Drip trays shall be arranged underneath open surfaces of the principal partitions, which should in its flame cooking appliances using liquid fuel. effect correspond to a B-15 insulation in accordance with Reg. 3, Chapter II-2, SOLAS 74. 4.3 Self extinguishing materials are to be used for Principal partitions shall be gastight in addition. net curtains and other curtains.

4.4 Cooking and heating appliances shall be Note mounted so as to be safe under the loads arising from A principal partition is the partition (bulkhead or sea motion. They may be gimballed or semi-gimbal deck) between machinery space on one hand and the mounted. steering position or cabin above or adjoining on the other. 4.5 Cooking and heating appliances in which gas for domestic purposes is used (e.g. propane, butane), 3. Ventilation systems liquefied under pressure, shall comply with the regulations in Section 3, F. of these Rules. 3.1 In craft whose propulsive power > 400 kW, all machinery space ventilation inlets and outlets shall 5. Escape routes and emergency exits be able to be closed from the outside. 5.1 Cabins or deckhouses of craft whose L ≥ 7,5 3.2 If machinery space fans are power driven, it m shall have at least two escape routes, if this is prac- must be possible to switch them off from outside the ticable. space.

5.2 For craft whose length L is less than 7,50 m, 4. Open flame cooking appliances emergency exits are recommended.

4.1 Materials and surfaces of components in the 5.3 Emergency exits shall lead to the open deck vicinity of an open flame cooking appliance must and shall meet the following requirements: meet the requirements of the illustration below. – minimum size 400 × 400 mm clear width gaseous liquid fuels fuels – closures on hatches or on the skylights or side windows unable as emergency exits must be operable from both sides. 700 500

350 C. Stability 30 1. Stability 150 300 1.1 Adequate stability of the craft shall be proven. Insofar as rig, craft type and propulsive installation do not demonstrate any unusual characteristics, the criteria listed below are used for determining sta- II bility. Legal national regulations beyond these may I also have to be complied with. Craft whose scantling length L ≥ 10,00 m shall have their proof of stability based on an inclining experiment; the test is to be supervised by a GL surveyor.

Note

Dimensions in [mm] Smaller boats in particular may have their stability I. Incombustible material endangered under unfavourable circumstances in spite of remaining within the stated limiting values for II. Approved surface material with low flame- stability. Good seamanship is therefore an essential spread prerequisite for a stability secure craft. I - Part 3 Section 5 C Safety Requirements Chapter 3 GL 2003 Page 5–7

1.2 Criteria to be used

1.2.1 Craft with a scantling length L < 10,00 m also open craft

1.2.1.1 Motor craft

An angle of heel of 12° shall not be exceeded with the craft under the combined influence of the centrifugal

moment from a turning circle manoeuvre and a per- z sonnel moment, in accordance with the following formula:

v2 M0,25=⋅⋅−+⋅+⋅DHTB()() 0,70,5n0,20,10kNm[] L Fig. 5.1 v = speed in [m/s] If water can penetrate into the craft through unpro- tected openings at an angle of heel < 30°, the permissible angle shall be reduced appropriately. n = number of persons on board If there are devices - e.g. a trapeze - permitting a re- D, L, H and T in accordance with Section 1, A.1.5. duction in the resultant heeling moment beyond what is already allowed for in the second part of the for- 1.2.1.2 Sailing craft (including motorsailers) with- mula, this may be taken into consideration. out ballast keel 1.2.1.3 Sailing craft (including motorsailers) with An angle of heel of 30° shall not be exceeded when a ballast keel the craft is exposed to a heeling moment due to lateral An angle of heel of 30° shall not be exceeded when wind pressure in accordance with the following for- the craft is exposed to a heeling moment due to lateral mulae: wind pressure in accordance with the following formula: M0,07Sz0,35n'kNm=⋅⋅−⋅⋅⋅B [] S0,5IJPE=⋅+⋅ ⎡⎤ m2 ()⎣⎦ For S, z see Fig. 5.2 and 1.2.1.2. foresail-triangle S = sail area [m2] fastening point (with masthead rig)

I = height of foresail triangle [m] (with reduced foresail-triangle)

J = base of foresail triangle [m] P I P = length of mainsail luff [m]

E = length of main boom [m] EJ z z = distance between centre of lateral resistance and centre of effort of sails [m], see Fig. 5.1 n' = 2 ⋅ nLuv – n Fig. 5.2 nLuv = maximum number of persons for whom there is space on the windward side, but not more The righting moment of the craft in the ready for use than n condition without personnel at 90° of inclination shall not be less than: n = number of persons on board

In the case of other types of rigs or sail plans the sail area is to be calculated as appropriate. D = displacement in [t] Chapter 3 Section 5 C Safety Requirements I - Part 3 Page 5–8 GL 2003

1.2.1.4 For craft with a scantling length L < 10,00 m, the proof of adequate stability may be provided by h calculation or by experiment. C h 1.2.2 Craft with scantling length A KW B L ≥ 10,00 m, decked craft 1.2.2.1 Motor craft f

– GM ≥ 0,35 m Fig. 5.3 Lever arm curve – righting lever at 30° inclination ≥ 0,20 m hKW = curve of heeling levers due to lateral wind – stability range ≥ 60° (not for multi hull craft) pressure

– area under lever arm curve up to 30° inclination If any of these criteria are not complied with, this may ≥ 0,055 m ⋅ rad be accepted by GL if proof of equivalent safety is provided. – turning circle angle of heel ≤ 12°, to be determined by turning trials For multi hull sailing craft, stability ranges < 60° are permitted. During the trials the speed is to be increased in steps until either the turning circle angle of heel reaches 12° The proof of adequate stability shall be provided for or the maximum speed is attained. the craft at least under the following conditions: The proof of adequate stability shall be provided for – all sails set the craft in the fully loaded ready for use condition with – half the sail area – storm sails – full crew – sails struck – full set of stores and the wind speed or strength in each case being deter- – residual stores mined at which the limit of stability set by the criteria 1.2.2.2 Sailing craft (including motorsailers) is reached. With the sails struck, a lateral wind pressure equivalent to Beaufort 12 (32,7 to 36,9 m/s) must – GM ≥ 0,60 m be tolerable. – stability range ≥ 60° for craft without ballast 1.2.2.3 In exceptional cases, GL may dispense with keel proof of stability in accordance with 1.2.2 for craft with a scantling length L of – stability range ≥ 90° for craft with ballast keel 10,00 m≤ L < 15,00 m – righting lever at the maximum of the lever arm curve ≥ 0,30 m The proof is then to be provided in accordance with 1.2.1. – static angle of heel under sail ≤ 20°, but not more than deck edge to water Other methods of determining the stability are acceptable provided they permit assessment of the stability – areas B + C ≥ 1,4 ⋅ (A + B), see Fig. 5.3 with certainty. I - Part 3 Section 5 C Safety Requirements Chapter 3 GL 2003 Page 5–9

Table 5.1 Stability

Range of service Type of vessel Type of propulsion Requirements

C.1.2.1.1 only the second addend of the formula and without propulsion A.11.1 and A.11.2 a maximum inclination of 10° shall not be exceeded. V open and partial decked vessel motor vessel A.11.1 and A.11.2 C.1.2.1.1 sailing vessel (including motor A.11.1 and A.11.2 C.1.2.1.1 and C.1.2.1.2 sailing vessel)

decked motor vessel C.1.2.1.1 IV vessel sailing vessel C.1.2.1.3

motor vessel C.1.2.2.1 alternatively C.1.2.2.3 III decked sailing vessel II vessel I (including motor C.1.2.2.2 alternatively C.1.2.2.3 sailing vessel)

A.11.1 and A.11.2: "Flotability, Reverse Buoyancy → cap sized"

C.1.2.1.1: Second summand: M = n (0,2 ×ϕ B + 0,1) with < 10°

v2 C.1.2.1.1: M=−+⋅+ϕ>° 0, 25 D()() 0,7 H 0,5 T n 0, 2 B 0,1 with 12 L

I - Part 3 Annex A B Series Construction Supervision of Pleasure Craft Chapter 3 GL 2003 Page A–1

Annex A

Series Construction Supervision of Pleasure Craft

A. General – auxiliary engines

1. The requirements below apply to the supervi- – electrical installation sion of series construction of FRP hulls which are produced in large numbers. The procedure controls in accordance with these rules 4. GL issues a certificate covering the results of are also used for craft with metal hulls whose series the checks. Proof of the checks on board the recrea- construction is monitored. tional craft itself is provided by a permanently affixed plate. 2. Supervision of series construction of small recreational craft by GL covers proving of the design documentation, testing of the prototype and supervision of the series construction. B. Approval of Manufacturer It is a presupposition that the prototype of the series was built and tested under classification supervision. 1. The manufacturing facilities of companies 2.1 Series construction supervision covers: producing recreational craft of fibre reinforced plastics shall be suitable for the work to be carried out as re- – primary structural members of the hull including gards workshop equipment (see Rules for Classifica- deck, superstructure and transverse bulkheads tion and Construction, II – Materials and Welding, – fuel and water tanks if these are integral with the Part 2 – Non-metallic Materials, Chapter 1 – Fibre structure Reinforced Plastics and Bonding), quality control, production procedures and the craftmanship of their – zones of the hull where forces are transmitted to personnel. The suitability is certified to the company it from mast and rigging by an approval certificate. – the fastening of the ballast keel – engine foundations/seatings 2. The application for approval, to be made by – rudder, including stock and bearings the company, must contain data about scale of production, organisation, technical equipment and production – closing appliances procedures, and the qualification of the staff executing the work. 2.1.1 If specially applied for, examination of masts, spars and standing rigging can be included in the series construction supervision. 3. A member of the management and his deputy are to be named to GL. This supervisory personnel is 2.1.2 Not subject to proving are: responsible for compliance with the approval condi- – sails and running rigging tions and for supervision of the production. – appliances on and below deck such as cooking, domestic and heating appliances 4. The applicant is responsible for compliance – equipment and loose gear with the applicable laws and regulations, the processing guidelines of the producers of the materials, plus the codes of practice and accident prevention regula- 3. If applied for, the scope of series construction tions of the responsible professional organisations, e.g supervision can be extended to that for classification. of the chemical industry. The extended series construction supervision supple- menting 2.1 then includes: – rig (masts, spars and standing rigging) 5. Following proving of the application and inspection of the manufacturing premises, approval – stability and closures may be given initially for a period of 2 years; provid- – steering gear ing the prerequisites for approval still exist, a 4-year extension may be granted. Chapter 3 Annex A D Series Construction Supervision of Pleasure Craft I - Part 3 Page A–2 GL 2003

6. GL shall be informed immediately of any 2.4 Repeated tests on the same scale as the proto- kind of change if it affects the prerequisites for the type test are required if there is some change in the approval of the manufacturing premises, such as: production, some significant design alterations or a lengthy interruption of the production of a series. – production equipment

– production procedures 3. Testing during series production – supervisory personnel 3.1 Through its surveyors GL carries out regular checks matched to the production process to confirm The introduction of new working procedures shall be that all craft of the current series conform to the tested reported to GL in good time before they are put into prototype with regard to their technical characteristics effect. and the constructional demands on the workmanship.

3.2 The frequency of these checks depends on the nature and intensity of the manufacturer's internal C. Series Construction Supervision manufacturing quality control, type and size of the craft plus the number produced per year and the regu- 1. General larity of production. The GL surveyor is to be given access at any time to 1.1 For fibre reinforced/resin matrix craft pro- the internal manufacturing quality control documenta- duced in series and not intended for classification, tion. series construction certificates are issued on the basis of prototype tests and systematic supervision of pro- 3.3 As well as the above mentioned checks, duction. strength and performance tests may be necessary. Nature and frequency of these depend on the type of A presupposition is, that all craft of a series are pro- craft and the number produced in the series. duced under GL supervision.

1.2 There shall be GL approval for the materials used. D. Identification, Documentation 1.3 The craft tested under the terms of this series production supervision are not subject to any subse- 1. Identification quent inspections in the form of periodic surveys during later operation; all that is certified is their as-built Pleasure craft which have been tested in accordance condition. with these Rules are identified by a plaque as in the illustration below:

2. Prototype testing 1.1 Series construction supervision

2.1 Following approval of the manufacturing premises, construction of the first craft of a series Germanischer ("prototype") shall be carried out based on GL approved technical documentation, under GL supervi- Lloyd sion - in accordance with classificatory requirements.

2.2 The prototype built under series construction TYPE TESTED supervision in accordance with A.2. is subject of comprehensive tests during completion, to be carried out in the presence of the GL surveyor. The tests cover all constructional and safety related details in accordance xxxxx with the stipulations of these Rules.

2.3 The prototype built under extended series construction supervision in accordance with A.3. is subject of comprehensive tests during completion, to be carried out in the presence of the GL surveyor. The tests cover all constructional and safety related details of the hull, the machinery and electrical installations plus the rig and the closures in accordance with the stipulations of these Rules. I - Part 3 Annex A E Series Construction Supervision of Pleasure Craft Chapter 3 GL 2003 Page A–3

1.2 Extended series construction supervision

Germanischer Lloyd

TYPE TESTED GL-100 A5 xxxxx

1.3 Only GL issues plaques. They refer to the scope of supervision of the pleasure craft.

1.4 Issuing a new plaque (e.g. after repairs) is permitted only with GL approval.

2. Documentation The series construction certificate contains data concerning: – type and model of craft – building yard – yard series number – year built – Operating Category – scope of tests carried out

E. Documentation for Approval

1. Drawings and documentation clearly showing the arrangement and scantlings of the structural members and components are to be submitted in triplicate for proving compliance with the Rules for Construc- tion. The scope is based on Form F 146 in Annex F.

2. The supervision of construction is based on approved documentation which must be available before production starts.

I - Part 3 Annex B B Requirements for FRP Materials and Production Chapter 3 GL 2003 Page B–1

Annex B

Requirements for FRP Materials and Production

A. Definitions 1.1 Gelcoat and Topcoat resin Gelcoat and topcoat resins shall protect the surface of 1. Fibre reinforced plastics (FRP) the laminate from mechanical damage and environmental influences. Therefore, in a cured stage, the Heterogeneous materials, consisting of a thermoset- resin is to have a high resistance to existing media ting resin as the matrix and an embedded reinforcing (e.g. fuel, river and sea water), to maritime and indus- material. trial environments), and to abrasion, in addition to low water absorption capabilities. Thixotropic agents and 2. Thermosetting resin colouring pigments are the only permitted additives for gelcoat resins. In topcoat resins, additives for low Two-component mixture consisting of resin and hard- styrene evaporation are also permitted. ener as well as possible additives. 1.2 Laminating resin 3. Reinforcing materials Laminating resins shall have good impregnation char- Materials generally in the form of fibre products acteristics when being processed. In a cured stage, which are embedded in a matrix in order to improve they shall be resistant to fuels, river and sea water, and certain properties. In doing so, fibres of different ma- shall exhibit a high resistance to ageing. Furthermore, terials displaying isotropic or anisotropic properties adequate resistance to hydrolysis shall be ensured are processed in the form of semi-finished textile when used with permissible additives and filling mate- products (mats, rovings, fabrics, non-wovens). For rials. When using unsaturated polyesters (UP) as the special requirements, mixtures of different fibre mate- resin, the resistance to hydrolysis shall be significantly rials are also used (hybrids). higher than that of standard UP resin (for example through the use of a resin with an isophtalic acid basis). 4. Prepreg Reinforcing material which is pre-impregnated with a 1.3 Additives thermosetting resin which can be processed without any further addition of resin or hardener. 1.3.1 All additives (catalysts, accelerators, filling materials, colouring pigments etc.) shall be suitable for the thermosetting resin and shall be compatible 5. Laminate with it as well as the other additives, such that a com- A moulded part which is manufactured by placing plete curing of the resin can be ensured. The additives layers of reinforcing material on top of each other shall be dispersed carefully throughout the resin, in together with the thermosetting resin. accordance with the guidelines of the manufacturer. 1.3.2 Catalysts, which initiate the hardening proc- 6. Sandwich laminate ess, and accelerators, which control the working time Two laminate layers connected together by means of (pot life, gel-time) and the cure time, shall be used in an intermediate core of a lighter material. accordance with the processing guidelines provided by the manufacturer. For cold-setting systems, catalysts shall be proportioned in such a way that complete curing is ensured between temperatures of 16 °C and 25 °C. Cold-setting systems that are to cure at tem- B. Materials peratures outside of this range, as well as warm-curing systems, may be used after consultation with GL Head 1. Thermosetting resin Office (GL-HO). Depending on the purpose, and consequently the re- 1.3.3 Filling materials shall not significantly impair quirement, a distinction is made between laminating the properties of the cured resin. The type and quantity resin and coating resin. Compatibility shall be demon- of the filling materials shall be approved by GL-HO strated for the combination of gelcoat and laminating and shall not lead to non-compliance with the mini- resin if the basic formulation of the resins are not the mum properties of the resin. In general, the proportion same. of filling materials in the laminating resin compound Chapter 3 Annex B B Requirements for FRP Materials and Production I - Part 3 Page B–2 GL 2003

shall not exceed 12 % by weight (including a maxi- 3.2 The joining surfaces of local reinforcements mum of 1,5 % by weight of the thixotropic agent). If a made of metallic materials (e.g. inlets, connections) smaller value is specified by the manufacturer, this shall be cleaned in the same manner as for a gluing value shall apply. The proportion of thixotropic agent process, in order to ensure optimal bonding (cf. DIN in the gelcoat resin compound shall not exceed 3 % by 53281, Part 1). weight. Laminates used for fuel and water tanks shall not contain filling materials. 3.3 Core materials other than those listed below 1.3.4 Colouring pigments shall be climate-proof may be used, provided that they are suitable for the and consist of inorganic or non-fading organic dyes. intended purpose and that this is accepted by GL-HO The maximum permissible proportion shall not exceed by beforehand. the value specified by the manufacturer; if no value is specified, then it shall not exceed 5 % by weight. 3.4 Rigid foam materials

2. Reinforcing materials Rigid foam materials which are used as core material for sandwich laminates, or as shear webs, shall be of a 2.1 Various types of reinforcing materials with closed-cell type and have high resistance against the filaments of glass, carbon and aramide are available: laminating resin or the adhesive, as well as against ageing, fuels, river and sea water. A low water absorp- Roving: A large number of parallel fila- tion capability is required, together with a minimum ments placed together with or apparent density of 60 kg/m³. without twisting. It shall be ensured that the allowable temperature of Mat: Irregular layering of continuous foam material is not exceeded during the curing reac- filaments (fleeces), or chopped tion (exothermic reaction). rovings (minimum 50 mm long) which are joined together by means of a binder. 3.5 End-grained balsa wood Fabric: Rovings woven together by means End-grained balsa wood used as core material for of the weaving techniques used in sandwich laminates shall fulfil the following require- the textile industry, such as bind- ments. It shall ing cloth, satin, body, atlas etc. Different materials and/or filament thicknesses are possible for warp – have immediately been treated after felling and weft. against attack by fungi and insects,

Non-woven fabric: Unidirectional layers of fibres – be sterilized and homogenized, which are laid on each other in an arbitrary manner. The layers are – be kiln-dried within 10 days after felling, and fixed by thin fibre strands, either together or on mats. Different materials and/or filament thicknesses – have an average moisture content of maximum are possible in the individual lay- 12 %. ers. 4. Prepregs 2.2 Fibre surface treatment with sizing, coupling agents or finish shall be matched to the thermosetting resin, in order to ensure adequate material properties, Fibre reinforcements pre-impregnated with laminating also under the influence of media. resin shall satisfy the requirements placed on their components. In addition, a minimum resin volumen content of 35 % by volume shall be ensured, as well 2.3 Only low-alkaline aluminium boron silicate as adequate tack at the processing temperature. glass may be used for glass fibres (alkali oxide content ≤ 1%), e.g. E-glass in accordance with VDE 0334/Part 1, 9.72, Section 4. 5. Adhesives

3. Core materials for sandwich construction 5.1 When bonding fibre-reinforced plastics together, or with other materials, only solvent-free adhe- 3.1 It shall be demonstrated that the core materi- sives shall be used. Preference shall be given to two- als used are suitable for the intended purpose. They component reaction adhesives, if possible with the shall not impair the curing of the laminating resin. same basis as the laminating resin. I - Part 3 Annex B D Requirements for FRP Materials and Production Chapter 3 GL 2003 Page B–3

5.2 Laminates shall only be bonded in the cured 1.2 The danger of contamination of laminating state. Hot-setting adhesives generally attain a higher materials shall be minimized through separation of strength; however, the maximum allowable tempera- production facilities from store-rooms. ture of the materials to be bonded shall not be exceeded. This applies especially when using single- component hot-melt adhesive. 1.3 During laminating and bonding in the laminating shop, no dust-generating machinery shall be 5.3 The adhesives shall be used in accordance operated nor any painting or spraying operations car- with the processing guidelines issued by the manufac- ried out. As a matter of principle, such work shall take turer. They shall not affect the materials to be bonded place in separate rooms. and shall exhibit a high resistance to humidity and ageing. The influence of the operating temperature on the adhesive strength shall be small. 2. Laminating workshops

5.4 Adhesives shall be usable within a minimum temperature range of – 20 ° to + 60 °C. 2.1 Laminating workshops shall be closed spaces capable of being heated and having supply and exhaust ventilation. During laminating and curing, a room temperature of between 16 °C and 25 °C and a C. Approval of Materials maximum relative humidity of 70 % shall be maintained, provided that the manufacturer of the laminat- 1. All materials to be used during production of ing resin compound does not specify otherwise. components from FRP shall first be assessed and approved by GL. Approval by other organizations can be recognized following agreement by GL, provided that 2.2 In order to control the climatic conditions, the tests required for approval are in accordance with thermographs and hydrographs shall be provided. The GL requirements. equipment shall be set up following agreement with GL, their number and arrangement depending on op- 2. The manufacturer and/or supplier of the ma- erational conditions. The equipment shall be calibrated terial shall apply to GL-HO for approval. in accordance with statutory regulations. The re- cordings shall be kept for at least 10 years and submit- 3. Approval is granted if the material fulfils the ted to GL on request. requirements of GL. For this purpose, specific tests are necessary, and they shall either be carried out under supervision of GL or the results shall be docu- 2.3 Ventilation facilities shall be arranged in such mented in the report of a recognized testing institute. a manner that no inadmissible amounts of solvents are removed from the laminate, and also that no inadmis- 4. Before production starts, the required mate- sible workplace concentrations (MAK values) occur. rial approvals shall be submitted to GL-HO and/or the responsible GL inspection office. If no approvals, or not all required approvals have been obtained, then as 2.4 The workplaces shall be illuminated ade- an exception and following agreement with GL-HO, quately and suitably, but at the same time precaution- proof of the properties of the basic material can be ary measures shall be taken to ensure that the con- demonstrated as part of material testing of the compo- trolled curing of the laminating resin compound is nent laminate. neither impaired through sunlight nor lighting equipment. 5. The packaging or wrapping material shall bear a reference to the approval. 3. Storage-rooms

D. Requirements Regarding Manufacturing 3.1 Laminating resins shall be stored in accor- Equipment dance with the manufacturer's instructions. If no such instructions are provided, then they shall be stored in 1. General dark, dry rooms at a temperature between 10 °C and 18 °C. The temperature of the storage-rooms shall be 1.1 All manufacturing facilities, store-rooms and recorded continuously by means of thermographs. their operational equipment shall fulfil the requirements of the responsible safety authorities and profes- 3.2 Prepregs shall be stored in special cold- sional employers liability insurance associations. The storage rooms in accordance with the manufacturer's manufacturer is exclusively responsible for compli- instructions. The temperature in general shall not ance with these requirements. exceed – 22 °C. Chapter 3 Annex B E Requirements for FRP Materials and Production I - Part 3 Page B–4 GL 2003

3.3 Hardeners, catalysts and accelerators shall be 1.5 It is not possible to cover all types of moulds stored separately in well-ventilated rooms in accor- and processing methods in detail. Deviations are dance with the manufacturer's instructions. If no in- therefore possible for special cases with the consent of structions are provided, they shall be stored in dark, GL. dry rooms at temperatures between 10 °C and 18 °C. 2. Requirements for moulds 3.4 Reinforcing materials, fillers and additives shall be stored in closed containers, in dry and dust- free conditions. 2.1 The moulds shall be made of a suitable material that, on the one hand, has adequate stiffness to prevent inadmissible deformations while laminating or 3.5 Storage shall be arranged in such a way that curing, and on the other hand has no influence on the the identification of the materials, their storage condi- curing of the laminate. Moulds made of FRP may be tions and maximum period of storage (expiry date) as used only after complete curing and subsequent tem- prescribed by the manufacturer are clearly visible. pering. Materials whose duration of storage exceeds the expiry date shall be removed immediately from the stores. 2.2 In the case of moulds for products which are made using vacuum bags, absolute air tightness of the mould shall additionally be ensured. 3.6 Quantities of materials due to be processed shall be brought to the production shops as early as possible to ensure complete adjustment to the process- 2.3 The surface of the moulds shall be as smooth as possible and shall have no sharp edges. The mould ing temperature (ΔT ≤ 2° C), with the containers re- shall be designed in such a way as to permit flawless maining closed. removal of the product from the mould.

3.7 Materials taken from the stores and partially 2.4 Before commencing with the laminating, the used shall only be replaced in the stores in special surface of the components shall be treated with a suf- cases (e.g. hot-curing prepregs) and with the consent ficient quantity of a suitable release agent and brought of GL. up to the temperature required for lamination. The surfaces shall be dry and free of dust. It is not permissible to use release agents with a silicon base.

E. Regulations for Processing 3. Building up the laminate

1. General 3.1 If the surface protection is to be achieved by providing a gelcoat, then the gelcoat resin compound 1.1 As a matter of principle, only materials ap- shall be applied with a uniform thickness of between proved by GL shall be used. In addition to the choice 0,4 and 0,6 mm, using a suitable process. of suitable and approved materials, special care shall be taken when working with them because of the great 3.2 The first laminate layer shall be applied as influence on the properties of the product. soon as possible after application of the gelcoat. A fibre mat or fabric with low weight per unit area and a 1.2 For the preparation and processing of the high resin content shall be used (e.g. for glass fibres: a resin compounds and reinforcing material, these maximum of 450 g/m² and a maximum of 30 % glass Rules, the instructions issued by the material manufac- by weight). turers and the regulations of the local authorities shall also be observed. 3.3 The laminate shall be built up in accordance with the approved technical documentation, whereby 1.3 Resin, hardener and resin additives shall be GL shall be consulted about the method. Air shall be mixed in such a way as to ensure a uniform distribu- adequately removed from the reinforcing layers and tion and to minimize the amount of air introduced into these layers shall be compacted in such a manner to the mixture as far as possible. A degassing of the resin ensure that the required proportion of resin is compound may be necessary in individual cases. achieved. Resin enrichment shall be avoided.

1.4 During lamination, the processing time of the 3.4 The maximum thickness of the material that prepared resin compound specified by the manufac- can be cured at one time is determined by the maxi- turer shall not be exceeded. If such a time is not speci- mum permissible heat development. In the case of fied, the pot-life shall be determined by means of a vacuum bagging, as a rule, the decisive factor is the preliminary test and the processing time then estab- maximum number of layers from which air can still be lished in consultation with GL. totally removed. I - Part 3 Annex B E Requirements for FRP Materials and Production Chapter 3 GL 2003 Page B–5

3.5 If a laminating process is interrupted for a 4.3 The equipment shall be calibrated in accor- period causing the base laminate resin to exceed the dance with the guidelines of the manufacturer. Cali- point of gelation, a test is to be performed to verify bration shall be checked regularly before fibre-resin adhesion between the base laminate and the top lami- spraying, but the very least at the beginning of every nate. For each resin system, under the given process- production day. ing conditions, the permissible period of interruption of the laminating process is to be determined. In the 4.4 The length of a roving cut shall be between event of this period being exceeded, the laminate shall 25 mm and 50 mm. be thoroughly ground in order to provide a surface exhibiting adequate adhesion properties after removal 4.5 A powder-bound textile glass mat of maxi- of the dust. For UP resins on an orthophthalic acid and mum 450 g/m² shall be used for the first laminate standard glycol basis not containing any skin-forming layer. The glass part of this layer (to be applied manu- agents a 48 h interruption on the laminating process ally) shall be less than 30 % by weight. may, without any further proof being furnished, be considered uncritical with respect to lamination. 4.6 The glass weight per unit area of the spray laminate layer of a combined laminate shall not ex- 3.6 When grinding laminates containing resins ceed 1150 g/m². with low styrene evaporation as the matrix system, the surface shall be removed down to the mat layer. In 4.7 After a maximum of 1150 g/m² of fibres have order to ensure that no skin-forming agent elements been sprayed, air shall be removed and the composite (e.g. paraffins) will be left on the surface, the surface shall be compacted. shall finally be polished using new abrasive paper. The same procedure shall also be applied when treat- 4.8 Tests shall be performed on a regular basis to ing the surfaces of materials to be bonded (see check whether a uniform laying up of the reinforced E.6.2.3). layers as well as a uniform distribution of percentage glass weight has been achieved. GL reserve the right 3.7 Transitions between different thicknesses of to demand test pieces to check the resulting mechani- laminate shall be made gradually. A minimum value cal properties. (for glass fabric in the fibre direction) of 25 mm per 600 g/m² reinforcing material can be used. In the transition region from a sandwich construction to a solid 5. Curing and tempering laminate, the core material shall be tapered with a gradient of not more than 1 : 2. 5.1 Completed components may only be taken from the moulds after adequate curing of the thermo- 3.8 If cutting of reinforcing layers is unavoidable setting resin compounds. The required cure time gen- in the case of complicated mouldings, then the cut erally depends on the manufacturer's instructions. edges shall overlap, or reinforcement strips shall be Otherwise, a minimum cure time of 12 hours shall be provided. In the butt or seam region of laminates, observed for cold-setting systems. every reinforcing layer shall overlap by at least 25 mm per 600 g/m². 5.2 Resin systems which cure under pressure, UV radiation and/or increased temperature shall be treated 3.9 Different components may be laminated in accordance with the manufacturer’s instructions. together only while they are not fully cured. Special attention shall be paid to crossings of laminates. 5.3 Immediately after curing, the components should receive post-treatment at increased temperature 3.10 Parallel or insert linings shall be free of all (tempering). The tempering time depends on the resin moisture and pollution (dirt). Their bonding surfaces in question and the temperature attained within the with the laminate shall be prepared in a suitable man- component during tempering, whereby this shall be ner (roughening, coupling agent or similar). below the temperature for dimensional stability under heat and shall be agreed on with GL. Cold-setting systems which are not subsequently tempered shall be 4. Glass-fibre resin spraying stored for 30 days at a temperature of 16 °C, and for Glass-fibre resin spraying, a partly mechanical method correspondingly shorter periods at temperatures up to of lamination by hand, requires fulfilment of the fol- 25 °C. This period can be shortened with the consent lowing specific requirements: of GL, provided the relevant manufacturer's specifications regarding post-curing are available, or post- 4.1 The equipment to be used shall be demon- curing values exist which are supported by experimen- strated before use and its suitability proven. tal results. If such values are not available, then in general the following tempering conditions can be 4.2 The qualification of the fibre-resin sprayer, used (polyester/epoxy resin): and where appropriate his assistant, shall be demon- at least 16 h at 40 °C / 50 °C or strated to GL by means of procedure test. at least 9 h at 50 °C / 60 °C Chapter 3 Annex B F Requirements for FRP Materials and Production I - Part 3 Page B–6 GL 2003

6. Bonding 6.3.3 If, for special reasons, gluing joints of 5 mm or more cannot be avoided, then the materials to be 6.1 General bonded shall be first provided with a thin coating of pure adhesive resin. 6.1.1 Bonded joints for load-bearing parts shall in general be verified using a procedure test to be agreed 6.3.4 It is not permissible to apply loads to the on for each individual case. The scope of the required gluing before complete curing of the adhesive. tests shall be determined in agreement with GL. 6.3.5 In the case of cold-setting thermosetting resin 6.1.2 For bonding of composite fibre materials, adhesives, a subsequent tempering of the gluing is only adhesives approved by GL shall be used. recommended.

6.1.3 The adhesives shall not have any negative 6.3.6 The edges of the area treated with adhesives effects on the materials to be bonded. shall be protected by means of suitable measures against penetration of extraneous media (e.g. humid- 6.1.4 The application limits for the adhesive, as specified by the manufacturer, shall be adhered to. A ity). bonding-suitable design which as far as possible avoids peeling moments and forces shall be used, and 7. Sealing the thickness of the adhesive layer shall be kept as thin as possible. 7.1 Laminate surfaces without surface protection The joining surfaces shall be kept as large as possible, shall be sealed after curing or tempering, using suit- and forces shall be applied over a large area. able agents. In particular, edges of cut-outs and bond- ings shall be protected carefully against the penetra- 6.2 Surface pre-treatment tion of extraneous media (moisture). 6.2.1 The different surface pre-treatments are listed in VDI (Association of German Engineers) guidelines 7.2 The sealing materials used shall not impair 2229 and 3821. the properties of the laminate or of the bonding. Fur- thermore, they shall be appropriate for the purpose of 6.2.2 The surfaces of the materials to be bonded the component. shall be dry and free of grease, dust and solvents. Particularly when degreasing, attention shall be paid to compatibility of the solvent with the materials. 6.2.3 In the case of smooth surfaces, they shall be F. Manufacturing Surveillance roughened e.g. mechanically by grinding or sand blasting, or chemically through pickling. This is absolutely necessary when there are coatings on the sur- 1. General faces of the materials to be bonded which impair adhesion (e.g. skin-forming agents in polyester resins; 1.1 For components made of FRP, manufacturing see E.3.6). surveillance consists of the quality control of the basic materials, production surveillance and the quality 6.2.4 In most cases, an increase of the adhesive inspection of the finished components. strength is achieved by the application of specially matched primers, in particular, the use of primers recommended for bonding which is subsequently 1.2 In the case of manufacturing surveillance, a subjected to negative environmental influences. distinction is made between internal and third-party (external) surveillance. In the sense of these rules, 6.3 Processing third-party surveillance means periodic and random checks by GL of the internal surveillance as well as of 6.3.1 The adhesive shall be used in accordance the component quality. with the instructions issued by the manufacturer, whereby the proportion of filling materials shall not 1.3 GL reserve the right to carry out inspections exceed the permissible value. in the production facilities without giving prior notice. 6.3.2 The adhesive shall be applied uniformly, free The manufacturer shall grant inspectors access to all of voids and not too thickly onto the materials to be areas used for production, storage and testing and shall bonded. present all documentation concerning records and tests carried out. I - Part 3 Annex B F Requirements for FRP Materials and Production Chapter 3 GL 2003 Page B–7

1.4 The scope of third-party surveillance can be 3.6 A sample shall be taken from each batch of reduced in the case of production facilities that have a thermosetting resin compound that is mixed, and this certified quality management system. shall be labelled, cured and stored. These samples shall be subjected to random testing of the degree of 2. Incoming inspection their curing and the results shall be documented. 3.7 During production, laminate samples shall be 2.1 Characteristic values and mechanical proper- prepared and shall be used for checking the character- ties specified in the material approval shall be con- istic values and the mechanical properties. The mate- firmed by the manufacturer, at least by a test report rial strength values shall conform with the specified (DIN EN 10204-2.2). On arrival of the product, a values. If no adequately-sized laminate samples can be check shall be carried out to ascertain whether it cor- obtained from cuttings or sections, then reference responds to the requirements. Material properties shall laminates produced in parallel with dimensions of be checked by random sampling. approximately 50 × 50 cm2 shall be prepared. Their quantity depends either on the number of the compo- 2.2 The products shall be listed in the inventory nents, or the number of production days (the lower file and shall be stored in accordance with the re- number can be chosen). quirements of these rules.

4. Structural tests 3. Production surveillance 4.1 During production and on completion of 3.1 Details of production shall be stipulated by production, the component shall be subjected to visual means of check lists and routing cards which accom- inspections. In particular, attention shall be paid to pany each stage of the production and are signed by voids, delamination, warping, discoloration, damage the employees in charge. etc. In addition, the general quality, e. g. surface finish, shall be assessed. 3.2 Production surveillance shall be carried out constantly by the internal quality department. The 4.2 By means of suitable testing procedures, the scope shall be stipulated in an inspection and test plan quality of the components shall be determined, if and signed by the employees in charge. possible during production, and at the latest on completion of production. Special attention shall be paid to the bonding and to the degree of curing of the compo- 3.3 Employees involved in production shall be nent. suitably trained and shall work under professionally qualified supervision. 4.3 Following agreement with GL, individual or random tests shall be carried out on finished compo- 3.4 The materials used in the production shall be nents under static and/or dynamic loads. documented in a clear and comprehensive manner. Parameters relevant for the quality (temperature, hu- 4.4 GL shall be informed about repairs of any midity etc.) shall also be recorded in the production faults relevant to the strength of the component, and documentation. the procedure used to carry out the repair shall be in accordance with the Rules for Classification and Con- 3.5 Details (including the direction) of reinforc- struction, II – Materials and Welding, Part 2 – Non- ing layers in the laminate shall be checked off imme- metallic Materials, Chapter 1 – Fibre Reinforced Plas- diately during the production process. tics and Bonding, Section 3.

I - Part 3 Annex C B Excerpts from the Rules for Materials Chapter 3 GL 2003 Page C–1

Annex C

Excerpts from the Rules for Materials

A. General 7. Materials or components shall be so labelled that the surveyor can check their compliance with the material schedule. 1. Materials for the structural and equipment components dealt with in these Rules for Classifica- tion and Construction, I – Ship Technology, Part 3 – Special Craft, Chapter 3 – Yachts and Boats up to 24 m, shall comply with the latest version of the Rules B. Steels and Non-Ferrous Metals for Classification and Construction, II – Materials and Welding, Part 1 and 2). Excerpts are given here. 1. Selection of material The materials must satisfy the requirements which follow, and be tested in accordance with D. and ap- 1.1 Steel and non-ferrous metals recommended proved. Materials whose properties differ from those for use are those suitable for sea water without special in these rules may only be used with special permis- corrosion protection. This includes stainless steels sion. with a pitting resistance equivalent (W) exceeding 25 (W = % Cr + 3,3 % Mo) and some non-ferrous, cop- 2. Materials complying with national or interna- per and nickel based metals. These materials are sensi- tional standards and manufacturers' requirements may tive to crevice corrosion and pitting and must not be be used if their properties are equivalent to those in coated without cathodic protection. these rules and GL approves their use. Ship steels, general purpose structural steel, aluminium alloys and most copper and nickel alloys must be 3. GL reserve the right to extend the scope of provided with suitable corrosion protection. Mainte- testing, and to subject to it even materials or compo- nance of this protection is in the responsibility of the nents for which testing is not specifically required in owner of the craft. these rules. 1.2 The materials used for welded structures shall 4. By carrying out tests, GL does not provide be suitable for welding, and the welding fillers must any guarantee that a consignment which has only been match the base material in accordance with the manu- checked by random sampling or workpieces tested in a facturer's instructions. In scantling determination, prescribed place will comply in all parts with the GL account shall be taken of the possibility that the me- rules and guidelines, or the delivery conditions. chanical properties of some materials are impaired by welding. Materials or components which during the subsequent processing turn out to be defective may be rejected even if they have passed an earlier test satisfactorily. 1.3 Combination of materials shall be chosen to minimise the potential difference, so that contact corrosion is avoided. The stated potential values are only 5. The maintenance of the dimensions, qualita- for reference, as changes in environmental conditions, tive and other requirements of these Rules is the re- heat treatment, welding and deformation can change sponsibility of the manufacturer. This applies even if them. The rate of corrosion amongst other things de- GL carries out tests. pends on the surface conditions and the possible for- mation of a protective layer. Contact corrosion can be 6. Each product shall be provided with a mate- prevented by cathodic protection. rial schedule from which all data needed for identification of the material may be obtained, such as type of 1.4 In the case of metallic structural components material, method of manufacture and maker's number, and equipment items, such as shaft brackets, rudder number, delivery form, dimensions, etc., and in which stocks of FRP hulls and wood in FRP craft crevice the manufacturer and/or supplier confirms that the corrosion in particular must be prevented, i.e. the material has as far as necessary been produced in penetration of moisture into the gap between metal accordance with an approved procedure and complies and FRP is to be prevented. The parts are to be assem- with the GL Rules. bled using permanently elastic sealant. Chapter 3 Annex C B Excerpts from the Rules for Materials I - Part 3 Page C–2 GL 2003

Table C.1 Ship steel and comparable structural steel (specification excerpts) 1

1 Comparable structural steel to EN 10025 Ship steel or Steel-Iron Material leaflet 089-70

Yield strength ReH Tensile Minimum Tensile [N/mm2] strength Quality yield strength strength Steel type Rm [N/mm2] [N/mm2] t ≤ 16 mm 16 < t ≤ 40 m [N/mm2] m GL–A Fe 430 B

GL–B Fe 360 B 275 265 410 – 540 Fe 430 C 235 225 340 – 470 GL–D 235 400 – 490 Fe 360 C

(TT) StE 285 285 2 390 – 510 GL–E (TT) StE 255 255 2 360 – 480

1 The various quality grades of ship steel within a strength group differ mainly by their specified toughness, see also GL Materials Rules. In general, 'A' quality steels are used for building yachts. For welded components more than 30 mm thick subject to increased stress at low operating temperatures, tougher 'B', 'D' and 'E' quality steels are to be used as a safeguard against brittle fracture.

2 Product thickness t ≤ 35 mm

Table C.2 Mechanical properties of austenitic stainless steels (specification excerpts)

Tensile strength Yield strength Material No. Designation according to DIN 17440 Rm Rp0,2 [N/mm2] [N/mm2] 1.4306 X2CrNi1911 450 – 700 215 1.4404 X2CrNiMo17132 450 – 700 235 1.4435 X2CrNiMo18143 450 – 700 235 1.4438 X2CrNiMo18164 500 – 700 235 1.4439 X3CrNiMoN17135 600 – 800 315 1.4541 X6CrNiTi1810 500 – 750 245 1.4462 X2CrNiMoN22 680 – 880 480 1.4571 X6CrNiMoTi17122 520 – 670 220 The materials listed are suitable for service under the influence of sea water or marine atmosphere

I - Part 3 Annex C B Excerpts from the Rules for Materials Chapter 3 GL 2003 Page C–3

Table C.3

Sweden USA Material No. Designation according to DIN 17440 SS AISI / SAE 1.4306 X2CrNi1911 2333 340 L 1.4404 X2CrNiMo17132 2348 316 L 1.4435 X2CrNiMo18143 2353 316 L 1.4438 X2CrNiMo18164 2367 317 L 1.4439 X3CrNiMoN17135 1.4541 X6CrNiTi1810 2337 321 1.4462 X2CrNiMoN225 2324 329 1.4571 X6CrNiMoTi17122 2350 316 Ti

Table C.4 Material condition and mechanical properties of sheet aluminium

Thickness Tensile Yield Elongation Material designation range strength point at Hardness according to Condition [mm] Rm Rp0,2 fracture HB min. min. min. 2,5/62,5 DIN 1725 2 2 Part 1 ISO R 209 over up to [N/mm ] [N/mm ] [%] cold rolled (¼ hard) 6,0 220 165 9 65 Al Mg 3 AlMg3 hot rolled 1 6,0 10,0 210 140 12 60 hot rolled 1 25,0 50,0 190 80 12 50 soft –– 50,0 270 125 17 70 AlMg4,5Mn AlMg4, 5Mn hot rolled 1 2,0 30,0 275 125 12 70 heat treated (¼ hard) 2,0 40,0 310 205 10 85 cold age hardened 3,0 20,0 205 110 14 65 AlMgSi1 AlSi1MgMn heat treated 3,0 20,0 275 200 12 85 heat treated 10,0 20,0 295 245 9 95

1 Hot rolled may contain a lower cold working proportion

Chapter 3 Annex C B Excerpts from the Rules for Materials I - Part 3 Page C–4 GL 2003

Table C.5 Mechanical properties of extruded aluminium sections suitable for sea water

Wall Tensile Yield Elongation thickness strength strength at break Material Symbol 1 Material number 1 R R min. condition m p0,2 min. min. [mm] [N/mm2] [N/mm2] [%]

3.3535.08 AlMg3F18 extruded any 180 80 14 3.3547.08 AlMg4,5MnF27 extruded any 270 140 12 3.3206.71 AlMgSi0,5F22 heat treated any 215 160 12 3.2315.81 AlMgSi1,F28 heat treated up to 10 275 200 12 3.2315.72 AlMgSi1,F31 heat treated up to 20 310 260 8

1 In accordance with DIN 1748, Part 1 or DIN 1746, Part 1.

Table C.6 Material designation

Ing. Leg. D E F GB I S. SIS- Type Register ISO DIN UNE NF BS UNI MNC AlMgSi0,5 6060 AlMgSi AlMgSi0,5 L–3442 6060 –– 9006/1 144103 AlSi1MgMn 6082 AlSi1MgMn AlMgSi1 L–3453 6082 6082 9006/4 144212 AlMg3 5754 AlMg3 AlMg3 L–3390 5754 –– –– –– AlMg4,5Mn 5083 AlMg4,5Mn0,7 AlMg4,5Mn L–3321 5083 5083 9005/5 144140

I - Part 3 Annex C B Excerpts from the Rules for Materials Chapter 3 GL 2003 Page C–5

Table C.7 Timber durability groups and characteristic values in accordance with DIN 68364

Shear Trans- Mean breaking strengths 3 Young's modulus Bulk modulus verse density 2 contrac- Durability Com- EL ET Wood type 1 3 tion Group Tension pression Bending long. rad. GLT [g/cm3] [N/mm2] [N/mm2] [N/mm2] [N/mm2] [N/mm2] [N/mm2] μTL

Coniferous European spruce 4 0,47 80 40 68 10000 800 600 0,33 Fir 4 0,47 80 40 68 10000 Pine 3 – 4 0,52 100 45 80 11000 1000 0,30 Oregon pine 3 0,54 100 50 80 12000 900 800 0,46 Larch 3 0,59 105 48 93 12000 Spruce 4 0,47 85 35 65 9500 870 680 0,34

Deciduous

Khaya-Mahogany 3 0,50 75 43 75 9500 1040 830 0,59 True-Mahogany 2 0,54 100 45 80 9500 990 770 0,44 Sapele-Mahogany 3 0,64 85 57 69 9800 Sipo-Mahogany (Utile) 2 0,59 100 58 100 11000 1300 1140 0,53 Meranti, red 3 0,59 129 53 105 13000 1250 Iroko 1 – 2 0,63 79 55 95 13000 1450 1080 0,59 Makore 1 – 2 0,66 85 53 103 11000 1390 1160 0,42 Oak 2 0,67 110 52 95 13000 1580 1150 Beech 5 0,69 135 60 120 14000 2280 1640 0,52 Birch 5 0,65 137 60 120 14000 1130 1200 0,36 Ash 5 0,69 130 50 105 13000 1500 880 0,55 Teak 1 0,69 115 58 100 13000 1490 1040 0,55 Yang 3 0,76 140 70 125 16000 1850

1 Criterion for the durability group is the service life and the resistance of the wood against fungi and animal pests (but not the marine borer, teredo navalis) in contact with soil under central European conditions; the meanings are: 1 = high resistance 2 = resistance 3 = moderate resistance 4 = little resistance 5 = no resistance 2 Bulk density in reference atmosphere standardised condition with 12 % moisture content in accordance with DIN 52183. 3 In the radial plane.

Chapter 3 Annex C D Excerpts from the Rules for Materials I - Part 3 Page C–6 GL 2003

C. Wood and Timber Products Teak Tectona grandis Timber products for structural members shall meet the Makoré Dumoria hekelii following requirements. Douka Dumoria africana Wood and timber products that shall be integral with FRP laminate as load bearing components or be em- Sipo-Mahogany Entandrophragma utile bedded as local reinforcement are subject to individual (Utile) testing (swelling, shrinkage and durability). Entandrophragma Sapele Mahogany 1. Solid wood cylindricum Oak Quercus sp. 1.1 Only timber in durability groups 1, 2 or 3 of Switenia Table C.7 may be used for primary structural members True Mahogany and load bearing components of the hull. Mahagonimacrophylla Khaya-Mahogany Khaja ivorensis 1.2 The timbers to be used must be long fibred and of best quality (free from sap, shakes, harmful Okumé (Gabun) Aucoumea Klaineana knots and other defects).

1.3 For components not exposed to water or 2.2 For load bearing internal structural members weather, and without demands on their strength, tim- of FRP hulls, plywood made from timber varieties ber of lower durability may be used. other than those listed in 2.1 may be used provided it is bonded in accordance with DIN 68705-BFU 100. 1.4 Wooden structures must be so designed that Timber not in durability groups 1, 2 or 3 according to the direction of principal stress is also that of maxi- DIN 68364 shall be bonded according to DIN 68705- mum mechanical strength of the wood. BFU 100 G. Timber in bilges and other wet areas must be perma- 1.5 The timber used is to be radially cut(quarter nently protected against moisture. sawn), the angle of the annular rings to the lower cut edge to be not less than 45°. The mechanical properties and safety factors to be taken into account for scantling determination of internally used plywood shall be agreed with GL. 1.6 When choosing timber, the fact that swelling and shrinkage differ in different directions must be taken into account to prevent components becoming loose and leaks developing at seams or butts. D. Testing Materials 1.7 Timber differing from that specified in Table 1. The stipulated tests are carried out on appli- C.7 may be used if it can demonstrate equivalent du- cation by the manufacturer of the material; they must rability. be carried out in the manufacturer's premises before delivery. They may be carried out under GL supervi- 2. Plywood sion at the manufacurer's or by a test institute recog- nised by GL (e.g. an official materials testing house). 2.1 Only GL approved marine plywood (exterior ply) may be used for primary structural members of 2. GL may require follow-up tests on the con- the hull exposed to atmospheric influence without signment, under its supervision, if the material verifi- protection, e.g. decks,. cation provided for the materials or components is In accordance with GL test specifications for marine inadequate or they cannot be properly identified. plywood, the following varieties of timber shall be used: 3. The tests are based on Table C.8. I - Part 3 Annex C D Excerpts from the Rules for Materials Chapter 3 GL 2003 Page C–7

Table C.8 Scope of materials tests

Type of material Scope of tests Type of certificate

Polyester, cold curing GL-Form F 510

Epoxy resin systems, cold curing GL-Form F 511

Woven Roving GL-Form F 516

Spray roving GL-Form F 517 Chopped strand mat GL-Form F 518 GL material test certificate 1 Woven fabric GL-Form F 519 Non woven fabric GL-Form F 520 Rigid expanded plastics GL-Form F 515

and other core materials for 2 sandwich construction

Ferrous Materials 3 Acceptance test certificate B to Non-Ferrous Metals DIN EN 10204-3.1 B according to GL test rules for Plywood (exterior ply) Non-metallic materials / Wood, GL material test certificate 1 latest version Workshop test certificate Plywood (interior ply) 4 DIN EN 10204-2.3

1 These certificates are issued if tests under GL supervision have proven that the material meets all requirements of these Rules. It is up to the manufacturers of the materials to apply to GL Head Office for approval of their products.

2 Tests to be agreed with GL Head Office.

3 Is determined together with approval of the technical construction documentation, taking account of the type of material and its purpose.

4 Test scope is based on DIN 68705. Tests are to be carried out by an officially approved material test establishment as part of external supervision. Test standards: BFU 100: weatherproof bonding for durability-groups I, II or III timber in accordance with DIN 68464. BFU 100 G: weatherproof bonding with an agent to resist xylophagous fungi added during panel manufacture, for timber not in durability-groups I, II or III in accordance with DIN 68364

I - Part 3 Annex D A Excerpt from the Rules for Welding Chapter 3 GL 2003 Page D–1

Annex D

Excerpt from the Rules for Welding

A. General Rules 4.2 Symbols or letter symbols identifying materials or welded connections are to be explained if the definitions or symbols used are other than those in the 1. General standards. Insofar as seam preparation (in conjunction with approved welding procedures) complies with This Annex by way of excerpts contains the most standard shipbuilding practice and these Rules or important requirements and data to ensure a high qual- accepted standards, special depiction is not required. ity of welding work on metallic materials from the Rules for Classification and Construction, II – Materi- als and Welding, Part 3 – Welding, called "Rules for 4.3 In special cases (e.g. use of special materials) Welding" hereinafter - of GL. As far as necessary, the additionally data are to be provided about the envis- Rules were adapted to the special requirements of aged welding procedure, the fillers and auxiliary mate- yacht construction. If requirements, other than those rials, if applicable preheating and heat control during stated, have to be fulfilled, the GL Rules mentioned welding, seam preparation, build up of the seam and above shall be applied as appropriate. the root preparation, plus any other details affecting the quality of the welded joint. 2. Scope

These Rules apply to all welding work on the structure 5. Quality control, responsibility of the com- of the hull and on parts of the equipment, including pany masts and booms/spars with their associated fittings, plus on parts of the machinery, insofar as these components are covered by the abovementioned rules for 5.1 The company shall ensure by their own regu- construction and dimensioning (e.g. tanks, pipelines, lar quality control during the course of fabrication, and etc.). GL may stipulate the application of these Rules on completion, that all welding work is carried out in also beyond that to other components, or logically to accordance with these Rules and the approved design other joining procedures such as for example solder- documentation as well as any instructions given in the ing/brazing. course of approval and in accordance with sound engineering practice and shipbuilding. The responsibility 3. Other rules and standards applicable at for effecting the above mentioned quality control rests the same time with the company.

The rules, standards or other technical regulations quoted hereinafter count as part of these Rules. The 5.2 When issuing subcontracts to suppliers, the application of further standards, etc., requires GL company issuing the contract shall assure that the approval. Where there are differences in the require- supplier undertakes to comply with these Rules (see ments of standards etc. and rules, those in the GL also under B.1.1). The issuing is to be reported to GL; Rules take precedence. the suppliers are to be named to GL. Depending on the components to be supplied by the subcontractor, i.e. their significance (for safety) and stressing, GL may 4. Data in the design documentation require certain tests and corresponding verification.

4.1 The drawings and documentation to be submitted for approval in accordance with Form F 146 5.3 The checks carried out by the GL surveyor do shall contain data concerning the materials, configura- not relieve the company of the responsibilities set out tion of seams and dimensions plus any post treatment in 5.1 and 5.2. GL does not guarantee that the compo- of the seams (e.g. grinding out notches) that might be nents or welded joints tested generally on a random needed. If non destructive testing of the weld seam is sampling basis have been fabricated entirely in accor- envisaged or required (see D.6.3), type and scope of dance with the requirements and in all parts meet the the tests is to be indicated, plus some specific quality specification. Components or welded joints which of seam (e.g. to DIN 8563, Part 3 or DIN-EN 25817) subsequently turn out to be defective may be rejected, required on strength reasons, if relevant. or their dressing required, in spite of preceding tests. Chapter 3 Annex D C Excerpt from the Rules for Welding I - Part 3 Page D–2 GL 2003

B. Manufacturing Prerequisites, Proof of – materials other than the normal strength Grade Qualification A to D ship steel in accordance with GL Rules for Materials or as comparable structural steels 1. Approval of welding works in accordance with the standards – welding procedures other than manual arc weld- 1.1 Shipyards and manufacturers, including ing with rod electrodes and partially mechanised branches and suppliers, intending to carry out welding shielded arc welding work within the scope of these Rules must have GL approval for this in accordance with the Rules for – vertical down welding Welding. Approval from GL is to be applied for, with – single fillet welding on ceramic or other weld the necessary data and documentation (description of pool support works, proof of qualification for welders and welding supervisors), by the yards and manufacturer in good Before starting work for the conventional submerged time before welding work is executed. arc welding of normal strength A to D ship steel, it is sufficient to proof for reliable operation by test welds 1.2 The company shall have at their disposal and non destructive tests (e.g. radiographic inspec- suitable equipment and facilities for the faultless exe- tions) as required by the surveyor. cution of the welding work. Installations outside the works (e.g. testing installations) may be taken into account. The suitability of the company's installations will be checked as part of a manufacturing premises' C. Design and Dimensioning of the Welded inspection. GL may state requirements in this connec- Joints tion or restrict the scope of the approval in line with the manufacturer's facilities. 1. Materials and suitability for welding

2. Welders, welding supervision 1.1 Only base materials whose suitability for welding is established may be used for welded struc- 2.1 Work with manually controlled welding tures. The materials shall meet the conditions of equipment, where the quality of the welded joint de- Annex C of these Rules and shall be authorised by the pends overwhelmingly on the manual skill of the test certificates stipulated in Annex C and F. Other welder, may only be carried out by tested GL- materials comparable to ship steels according to rec- approved welders with valid test certificates. The ognised standards (e.g. general structural steels Fe welding tests are to be carried out in accordance with 360B or C (St 37-2 or -3U) or Fe 510C (St 52-3U) in the GL Rules for Welding or accepted standards (e.g. accordance with EN 10025, regarding this see also DIN-EN 287 Part 1 "Steel" or Part 2 "Aluminium"). Annex C, Table C.1) require GL approval in each The operating personnel for fully mechanised or individual case. This applies logically to stainless automatic welding procedures is tested on the equip- steels, aluminium alloys and other non-ferrous metals. ment. Note: 2.2 The work is to be monitored responsibly by a For the ship steels described in the GL Rules for Ma- welding supervisor belonging to the company. Re- terials and comparable general structural steels, plus garding the requirements stated for welding supervi- for rolled products for welded structures of the boiler, sors and their duties, see also GL Rules for Welding. storage tank, pipeline and machinery construction The welding supervisor shall be named to GL; GL is industry, suitability for welding is assumed proven. to be provided with proof of his/her professional The suitability for welding of stainless steels, alumin- qualification. Changes in welding supervision are to ium alloys and other non-ferrous metals (e.g. Cu-Ni be reported to GL without being asked for. alloys) habitually used in shipbuilding is also generally accepted. The notes and recommendations of the 3. Welding procedures, procedure tests manufacturers of materials, fillers and supplementary materials are to be observed.

3.1 The only welding procedures which may be 1.2 Materials shall be so chosen that materials used are those whose suitability for the field of appli- and welded joints are able to stand up to the demands cation in question (base materials, plate/component (stresses from loads, operating temperatures, corro- thickness, welding position, etc.) is either established sion, etc.) they are subject to. The materials are to be by general experience or has been proved in a proce- identified completely and clearly in the design docu- dure test in accordance with the GL Rules for Weld- mentation (drawings, etc.). Insofar as materials and/or ing. The procedures shall have been approved by GL welded joints require special treatment (e.g. preheat- for the manufacturer in question. ing for welding or surface treatment to achieve adequate corrosion resistance) during or after processing, 3.2 As a rule procedure tests are required for: this shall be stated, too. I - Part 3 Annex D C Excerpt from the Rules for Welding Chapter 3 GL 2003 Page D–3

2. General design principles ³ 30 mm + 3 t 2.1 Welded joints shall be planned from the beginning of the design process to be accessible and to be made in as favourable a position and sequence as possible. It shall be assured that the proposed type of

seam (e.g. full penetration butt seam) can be fault- t lessly made and if necessary non destructively tested under the fabrication conditions prevailing. ³ 50 mm + 4 t 2.2 Welded joints in load carrying components shall be configured to achieve as undisturbed a flow of forces as possible, without major internal or external notches or sudden changes in rigidity, and without impeding expansion. In zones of high stress concen- t tration necessitated by design - especially if those stresses are dynamic - welded joints shall be avoided if possible or configured to allow for a substantially Fig. D.2 Minimum distances between butt seams undisturbed flow of forces without any significant and fillet seams additional notch effect originating from the weld. Thicker components and larger cross sections shall be matched to thinner/smaller ones by gradual transitions The width of strips of plate to be inserted or ex- (e.g. with a ratio of 1 : 3) changed shall however be at least 10 t or 150 mm, whichever is the larger. 1:3 2.5 Through-welding holes for the (subsequent) welding of butt or fillet seams following the addition of crossing components (e.g. of stiffeners on sheet panels) are to be rounded, the minimum radius being 25 mm. Where welding of seams is completed before crossing components are added, through-welding holes are not needed. Any seam protrusions shall be removed or the component to be added shall be notched.

max. 3 1:3

r ³ 25 mm ³ 2t r ³ 25 mm ³ 2t [t] [t] Fig. D.1 Transitions between differing plate thicknesses or section heights Fig. D.3 Through-welding holes 2.3 For locally increased stresses in plating, thicker plates are to be provided if possible (rather 2.6 For welds in cold formed areas (e.g. at than doubling plates). If doubling plates cannot be avoided, they are not to be more than twice as thick as bends), the minimum bend radius for plate thicknesses the component to which they are to be welded. Bear- up to 4 mm is to be 1 ⋅ t; for up to 8 mm, 1,5 ⋅ t; for up ing bushes, hubs, reinforcements for holes in eye to 12 mm, 2 ⋅ t; for up to 24 mm, 3 ⋅ t. Edge bending plates, etc., are on principle to take the form of thicker operations may necessitate a larger bend radius. plates or lengths of round material welded in or on. 2.7 Material dependent peculiarities, such as for 2.4 Local accumulation of welds and welded example the softening of work hardened or precipita- joints spaced too close together shall be avoided. Ad- tion hardened aluminium alloys by welding, are to be joining butt seams shall be at least 50 mm + 4 t taken into account in the design and dimensioning of (t = plate thickness) apart; butt seams and fillet welds welded joints. Where joints between different materi- and fillet welds from one another, at least als, such as for example welds joining mild and 30 mm + 3 t. stainless steel, are exposed to sea water or other electrolyte, the increased tendency to corrode due to potential differences, particularly near welded seams, is to be taken into consideration. If applicable, the welded joints shall be located in less endangered zones, or special corrosion protection measures taken. Chapter 3 Annex D C Excerpt from the Rules for Welding I - Part 3 Page D–4 GL 2003

3. Weld geometry and dimensions 3.5 The values according to 3.4 apply to normal and higher strength ship steels and comparable struc- 3.1 Butt-welded seams (e.g. square, V- or X- tural steels. For other steels and aluminium alloys it seams) and corner or cross welds (e.g. with single- may be necessary to increase the a-dimension; simi- bevel or double-bevel seams (K-seams)) shall be larly for discontinuous welds in accordance with 3.7, planned for full penetration of the plate- or section regarding this see also the Rules for Welding. The cross section in principle. The root shall be grooved minimum fillet weld throat is: out and welded from the reverse side, in principle. In the case of single- or double-bevel (K-)seams, groov- ()tt12+ ing out of the root may be dispensed with and a root ammmin = [] defect of up to 0,2 t (t = thickness of the abutting 3 component), max. 3 mm, may be accepted if the miss- ing weld cross section is replaced by additional fillet where t1 and t2 are the thicknesses of the two compo- welds. nents to be joined. The maximum throat thickness is not to exceed 0,7 times the thickness of the thinner plate. 3.2 Depending on plate thickness, welding procedure, welding position, etc., seam forms shall be planned to be in accordance with the standards (e.g. 3.6 Reinforced fillet welds shall be planned for DIN 1912, DIN 8551, DIN 8552), with adequate an- areas of locally increased and/or dynamic stress. gular opening, sufficient shoulder (air)gap and mini- These are, amongst others, force transfer points such mum shoulder height. Other (different) forms of as chain plates, the area around the rudder stock and seams shall have the compliance of GL, e.g. as part of shaft bracket, the engine seating or the structure sup- the plan approval; if necessary, the seam forms are porting the mast. Except where something else is determined in conjunction with a procedure test. specifically laid down (e.g. under 4. or as part of the plan approval), a throat a = 0,5 t (t = the thickness of the thinner component) is to be planned there. Where 3.3 Fillet welds in areas of high local stresses stresses are particularly high, single or double V- (K-) (e.g. load transfer zones) shall be planned to be con- welds shall be used. tinuous on both sides, if possible. In corrosion endangered zones (e.g. bilges, water tanks, around the bot- 3.7 Discontinuous, instead of continuous on both tom of fuel tanks, or in spaces where condensation, sides, fillet welding can be carried out as chain weld- spray or leakage water can accumulate), components ing (with or without cut-outs) or as zig-zag welding. of non corrosion resistant materials shall be planned The subdivision of discontinuous fillet seams is to be only to have fillet or cut-out welds continuous on both so chosen that the shortest length of weld is not less sides. The fillet welds shall be continued around the than 10 times, and the longest unwelded length (long- ends of the stiffeners or cut-outs to seal them. The est distance between two fillet welds on the same or same applies logically to lap welded joints. on opposite sides) is not more than 25 times the lesser thickness of the parts to be joined by welding. The 3.4 The required fillet weld throat "a" ( the height length of cut-outs shall however not exceed 20 times of the inscribed isosceles triangle) depends on compo- the lesser thickness. nent thickness and the relevant stress and is to be determined by calculation if necessary. Regarding this 3.8 The thickness "au" of discontinuous fillet see Rules for Classification and Construction, I – Ship seams shall be calculated in accordance with the fol- Technology, Part 1 – Seagoing Ships, Chapter 1 – lowing formula, depending on the subdivision-ratio Hull Structures, Section 19 and 20. Generally - for b/A chosen and the thickness "t" on which the fillet continuous welds on both sides - the fillet weld throats can be inserted in accordance with the following Ta- thickness "a" depends,: ble: b a0,15t1,1mm= [] u A Plate thickness "t" of generally required the thinner of the fillet weld throat "a" but not less than the minimum throat size. components to be for continuous welds joined (mm) on both sides (mm) Where:

up to 5 2,5 b = subdivision = e + A [mm] over 5 up to 10 3,0 over 10 up to 15 3,5 e = distance between the welds over 20 4,0 A = length of individual fillet welds [mm]

I - Part 3 Annex D C Excerpt from the Rules for Welding Chapter 3 GL 2003 Page D–5

b = e +

e all-round continuous fillet weld

b = e +

Fig. D.4 Discontinuous welding

3.9 For relatively low stressed components, (e.g. shell longitudinal seams) lap welded joints may be planned instead of butt joints. As far as possible these shall only be arranged parallel to the direction of principal stress (in the example, parallel to the longitudinal bending stress of the hull). In locally high stressed force transfer areas (e.g in way of ballast keel connec- Fig. D.5 Floor-to-frame welded joint tion, chain plates or rudder stock) lap welded joints shall be avoided, if possible. The width of overlap shall be about 1,5 t + 15 mm, where "t" is the thickness of the thinner plate. The above applies as appropriate to throats.

3.10 When welding with cut-outs, these shall preferably be holes elongated in the direction of the principal stress. Spacing and length of holes shall be logically as in 3.7 for discontinuous welds; the throat all-round shall be determined in accordance with 3.9. If the contiuous throat thickness so determined exceeds 0,7 times the fillet weld plate thickness, the subdivision ratio is to be altered as necessary. Cut-out width is to be at least twice the plate thickness but not less than 15 mm. Cut-out ends shall be made semicircular. Plates or sections placed underneath shall be at least as thick as the plate with cut-outs.

4. Welded joints between separate components

4.1 Floor-to-frame welded joints shall be made as shown in Fig. D.5. The a dimension necessary shall be determined in accordance with the Table under 3.4. In corrosion endangered areas (cf. 3.3) welding shall be continuous, i.e. the weld taken right around the overlap to act as a seal, see also under 3.3

4.2 Frame-to-bracket-to-deck beam welded joints or frame-to-deck beam ones without any bracket may be made as show in Fig. D.6, depending on the loading. As regards the fillet welds, 4.1 applies logically. In areas of localised higher stresses (e.g in way of the mast of sailing yachts), the design shall have reinforcement (e.g. corners of frames flange reinforced) Fig. D.6 Frame-(to-bracket)to-deck beam welded with correspondingly enlarged welded joints. joint Chapter 3 Annex D D Excerpt from the Rules for Welding I - Part 3 Page D–6 GL 2003

4.3 Examples of welded joints between rudder for example web frames (flanges) are interrupted by (coupling plate) and rudder stock are shown in Fig. decks etc., their alignment shall be checked by test D.7. Particularly when welding the stock into the drillings through the transverse component, if neces- coupling plate or the rudder, care shall be taken to sary. These shall later be welded-up again. achieve a notch free weld with "soft" transitions to the stock; as a rule the surface of the weld and the transi- Note tions are given a ground finish. Other solutions, equivalent to the ones shown, may be authorised - Useful guidance concerning acceptable fabrication subject to the submission of detailed drawings and tolerances is given in the "Fertigungsstandard des calculations if necessary (fatigue strength). Deutschen Schiffbaus" (Manufacturing Standard of the German Shipbuilding Industry) issued by the "Verband für Schiffbau und Meerestechnik" (Ship- derf building and Marine Technology Association) in Hamburg. GL has approved this standard with the proviso that in exceptional cases, for instance impor- 10 ³ tant, highly stressed components or where there is an R accumulation of deviations from the specified size, it may make a decision deviating from the standard and demand dressing.

2. Tacking, auxiliary materials derf + 20 2.1 Tack welds shall be made as sparingly as d1 possible and by trained personnel. If the quality of tack welds is not up to that required for the welds to be carried out on the component, they shall be carefully removed before the proper welding. Cracked d' tacks must never be welded over; they shall all be to be ground ground out. free from notches 2.2 Clamps, tack ties, fitting pins, etc. shall be of easily weldable steel (e.g. ship steel) or in the case of stainless steel and aluminium alloys of the same mate- d' ³ d · 1,3 rial if possible, but at least of one of the same kind, as erf the components to be joined. They must not to be used ³ d 2 mm 1 more often than necessary; for welding on, the same fillers shall be used as for joining the components. Fig. D.7 Welded joints between rudder (coupling plate) and stock 2.3 Auxiliary materials and welds shall be removed after use in such a way that damage to the component surfaces is avoided as far as possible. Places damaged by inexpert removal of auxiliary D. Making and Testing the Welded Joints material are to be ground out neatly, then welded up and ground notch free. GL may require a surface crack 1. Seam preparation and part assembly detection test before and/or after the welding up. 1.1 When preparing the components and fitting them together, attention is to be paid to the mainte- 3. Weather protection, preheating nance of the seam forms and shoulder (air)gaps stated in the design documentation and/or the standards. 3.1 The working environment of the welder is to Particularly in the case of single or double V- be protected against wind, wet and cold - especially in (K)seams accessible only from one side, care is to be the case of outdoor work. Particularly for shielded arc taken to leave an air gap large enough to achieve ade- welding, attention shall be paid to effective draught quate penetration. Where temporary or permanent screening. Where work in the open is done under pool support is used, the air gap is to be increased unfavourable weather conditions, heating the seam appropriately. edges to dry them before welding is recommended.

1.2 The component butts to be welded shall be 3.2 In cold weather (below 0 °C) faultless execu- aligned as accurately as possible. In the case of section of the welds shall be ensured by suitable measures tions etc. welded to plating the ends shall left loose to (covering the components, large scale warming, pre- achieve this. If longitudinal girders and frames etc. are heating especially when welding thick walled compo- interrupted by bulkheads and similar components, or nents with relatively little heat input, e.g thin fillet I - Part 3 Annex D D Excerpt from the Rules for Welding Chapter 3 GL 2003 Page D–7

welds). If possible, welding is to be suspended at 5.3 The welded seams shall have adequate pene- temperatures below 0 °C. tration and clean, even surfaces with "soft" transitions to the base material. Excessively proud seams and 3.3 Ordinary hull structural steels (e.g. Grade A undercuts, and notches at the edges of components or to D) and comparable structural steels in general do cut-outs, shall be avoided. not need preheating, apart from the measures in accordance with 3.1 and 3.2. In the case of components with very thick walls and that sort of forging or steel 5.4 Butt welded joints must be welded right casting, slight preheating to about 80 to 120 °C before through the cross section of the plate or section. To welding is recommended. The preheating temperature this end the root is generally to be grooved out and necessary for other materials (e.g. higher strength ship welded from the reverse side. Single side welds (e.g. steels) shall be determined from the GL Rules for on ceramic weld pool support) shall be so prepared Welding, if applicable. and carried out that here also full penetration is achieved. Single side welds on permanent, welded in, weld pool supports require GL approval, e.g. as part of 4. Welding position, welding sequence the plan approval. 4.1 Welding work should be done in the most favourable position (e.g. down hand position). Unfa- 5.5 In the case of fillet welds attention shall be vourable welding positions welding shall be used only paid to good root cover. The penetration shall at least where absolutely necessary. Welders compelled to extend close to the theoretical root point. The fillet perform unfavourable welding positions must have weld cross section to be aimed at is an isosceles flat been tested in this, see also under B.2.1. This applies seam without excessive bulge and with notch free especially to welding vertically downwards. transition to the base material. In storage tanks and other corrosion endangered spaces (cf. C.3.3) the fillet 4.2 Even following a successful procedure test weld is to be continued around at web ends, cut-outs, and approval of the procedure (cf. B.3.2), vertical through welding holes, etc. to provide a seal. downward welding may not be used for joining components to high local and/or dynamic stresses, as for example described in C.3.6. In case of doubt, the ex- 5.6 The repair of major workmanship defects or tent of vertical downward welding shall be agreed of flaws in the material requires the approval of the with GL before work starts (e.g. in the course of plan surveyor. Minor surface defects shall be eliminated by approval). shallow grinding, if possible; deeper defects ground out cleanly and welded-up, the surfaces to be 4.3 The welding sequence shall be chosen so as smoothed, see also 2.3. to minimise the interference with shrinkage. As far as possible, welding of plating butts shall be completed before stiffeners are set up, but in any case before they are welded to the plating. At T-shaped seam crossings 6. Visual checks, non destructive testing (e.g where individual plates or patches are inserted later), the longitudinal seams shall be opened (or left open) over the transverse butts, and the latter shall be 6.1 All welds shall be subjected to a visual check welded before the former. by the manufacturer's welding supervisor for com- pleteness and proper execution of the work. Following the check on the part of the works and dressing if 5. Workmanship, repair of defects necessary, the components shall be presented to the GL surveyor in sensible phases of construction, easily 5.1 The components shall be clean and dry accessible and as a rule unpainted, for the acceptance around the weld seams. Scale, rust, slag, paint, grease survey. The surveyor may reject components not ade- and dirt shall be carefully removed before welding. quately checked beforehand and demand presentation Fabrication coating (shop primer) permitted by GL again after successful checking by the manufacturer, which may be welded over may be so treated if the and if necessary dressing. Regarding this see also A.5. layer is no thicker than the limiting value (usually 0,03 mm) stated in the permission. In cases of doubt, GL may require fillet weld fracture tests to prove that 6.2 If due to inadequate or lacking data in the welds are faultless, without excessive porosity (re- fabrication documentation (cf. A.4.) the quality of the garding this see also Rules for Welding). welded joints or the strength or operability of the components is in doubt, the GL surveyor may demand 5.2 Regarding welding over tacked places see more extensive tests and/or appropriate improvements. 2.1. In multi pass welding the slag from the preceding This applies logically to supplementary or additional pass shall be removed carefully before welding the components (e.g. reinforcements) even if these were next pass. Visible defects such as pores, slag inclu- not called for at the plan approval or could not be sions or cracks must not be welded over but rather called for because the representation was insuffi- machined out and repaired. ciently detailed. Chapter 3 Annex D D Excerpt from the Rules for Welding I - Part 3 Page D–8 GL 2003

6.3 Depending on the importance and stressing of be submitted to him for final evaluation. If these tests the components or their welded joints, non destructive reveal defects on a major scale, the scope of the tests tests (e.g. radiographic tests) shall be provided on top is to be increased. Repaired defects are to be re-tested. of the tests listed above. Nature and scope of such The tests shall be documented by the building yard; tests shall be agreed with the GL surveyor; the sur- the documentation is to be retained there for an appro- veyor determines the test positions. The results shall priate length of time (at least one class period).

I - Part 3 Annex E A Workboats, Conversion Formulae Chapter 3 GL 2003 Page E–1

Annex E

Workboats, Conversion Formulae

A. Conversion Formulae Wst = section modulus of steel girders according to Construction Rules 1. The equivalent laminate thickness is determined in accordance with the following formula: σaSt = allowable stress for ordinary hull structural steel; for most components 150 N/mm2 σaSt ttGRP=⋅ St σaGRP σaGRP = allowable stress for GRP: For the section modulus of girders subject to bending, correspondingly = 0,25 ⋅ σbB for solid laminate plates

σ⋅W = 0,25 ⋅ Rm for GRP stiffeners W = aSt St GRP σ aGRP 2 σbB = ultimate flexural strength [N/mm ], see Section 1, B.3.2 tGRP = thickness of GRP plating 2 tst = thickness of steel plating in accordance Rm = ultimate tensile strength [N/mm ], with Construction Rules see Section 1, B.3.2

I - Part 3 Annex F A Notes and Tables Chapter 3 GL 2003 Page F–1

Annex F

Notes and Tables

A. Lightning Protection 2.6 Trapping arrangement is the sum of the above deck metal components which can serve as 1. Notes on the design of lightning protection points for the lightning to strike. installations on FRP recreational craft 2.7 Protected zone is the space considered pro- 1.1 General tected against lightning strike by a trapping arrange- A lightning strike in principle corresponds to a brief ment. direct current shock whose strength may range from 10000 A to several 100000 A. Most discharges, about 2.8 Angle of protection is the angle to the verti- 80 %, are of current strengths below 60000 A. cal through any point of a trapping arrangement.

The probability of lightning current strengths exceed- 2.9 Discharge line is a metal connection between ing 250000 A is very low. However as the possibility a trapping arrangement and an earth connection. of very high currents of around 200000 A occurring cannot be totally excluded, material used for lightning 2.10 Potential equalisation is the unbroken link- conductor systems shall be capable of withstanding ing of metal installations and electrical appliances to the thermal and dynamic effects even of high lightning the lightning protection installation via leads, separat- currents to guarantee the desired protection for people ing spark gaps or overvoltage protection equipment. It and objects. The following notes assume that the craft shall prevent the uncontrolled flashover of lightning is afloat. from the discharge line to metal equipment in the The notes apply only to so called "external lightning craft. protection". 2.11 Potential equalisation lead is an electrically Overvoltage protection of (e.g.) electronic resources is conducting link serving to produce potential equalisa- not the subject of these notes. tion.

2. Definitions 2.12 Separating spark gap for lightning protection installations is a spark gap for the galvanic sepa- 2.1 Lightning protection installation is the sum ration of installation elements. When lightning strikes, of arrangements for the external and internal protec- the elements are temporarily electrically connected by tion of structural works against lightning. triggering of the spark gap.

2.2 External lightning protection is the sum of 3. Protected zone arrangements laid and existing on and below deck to trap the lightning current and deflect it into the water. Trapping arrangements have the task of determining the point for lightning to strike, so as to prevent un- 2.3 Internal lightning protection is measures controlled strikes elsewhere. against the high lightning overvoltages and the elec- As both sailing and motor craft normally have a mast, tromagnetic fields of lightning currents. the earthed masthead is most favourably used as the striking point for both crew and craft. 2.4 Earth: this always means the water or the metal surfaces arranged below waterline to discharge Below the masthead, a conical protected zone is the lightning current into the water. formed whose tip is the earthed masthead. With a mast height up to 20 m above the waterline, the apex angle 2.5 Earth connections are metal surfaces in the is about 45° to the vertical. underwater part of the craft, such as earth plates, a The mast height, particularly in the case of motor metal ballast keel not laminated in, a metal centre- craft, is therefore to be chosen so that the craft, includ- board, which ing the superstructures, is in the protected zone over 2.5.1 are connected to the trapping arrangement its entire length. With earthed metal masts, or wooden and masts with earthed head fittings, whose head is less than 20 m above the waterline, it is considered 2.5.2 are suitable for discharging the lightning unlikely that lightning instead of striking the masthead current into the water. will strike shrouds, stays or superstructure sideways. Chapter 3 Annex F A Notes and Tables I - Part 3 Page F–2 GL 2003

4. Lightning protection installation 4.3 Earthing arrangements The lightning protection installation is to be under- The discharge lines are to be conductively connected, stood as comprising everything above and below deck as close together as possible and in a place easily to be which serves the safe trapping and discharge of the checked to: lightning current. – the bolts of a not laminated-in metal keel which are accessible from inside the craft or A lightning protection installation must be installed complete; incomplete lightning protection installations – a copper, or equivalent metal plate at least may increase the danger to the persons on board under 0,2 [m2] in area. This plate shall be so located on certain circumstances. the shell of the craft that it will remain below the surface of the water at all attitudes and move- 4.1 External lightning protection ments of the craft that are to be expected. To avoid damage to bearings, propeller shafting 4.1.1 Trapping arrangements should not be used for discharging lightning current into the water. Masts of electrically non conducting material shall have a trapping device on the masthead, in the form of The notes regarding the provision of cathodic protec- a metal rod at least 8 mm in diameter and projecting at tion for submerged metal parts are to be taken into least 300 mm above the mast. account when arranging earth connections. Metal head fittings may be used as trapping arrange- 5. Internal lightning protection ments if they enclose the mast all around and the material is at least 2 mm thick. If lightning strikes there is a risk of parts of the charge sparking-over to metal appliances in the vicinity of Metal masts do not need special trapping arrange- lightning protection arrangements. ments. Aerials, anemometers, etc. located on the masthead and whose operational requirements pre- To eliminate this risk all major metal parts on and clude direct earthing shall be linked to the masthead below deck, such as bow and stern pulpits, stern tubes, by separating spark gaps. steering gear, pipelines, metal wash basins and toilets, metal tanks plus the electric system (e.g. battery negative pole) are to be conductively linked to the earth 4.2 Discharge lines connection of the lightning protection installation to Flexible copper leads of type NYY, NYAF, H07V-K provide potential equalisation. For this, copper con- or equivalent shall be provided as discharge lines. ductors with a minimum cross section of 4 mm2 shall be used. The discharge lines running to the earth connection If direct connection of certain appliances or equipment shall be as straight as possible. Sharp bends and tight to the earthed lightning protection installation is not bights of the conductor shall be avoided. possible for operational reasons, arresters or closed The ohmic resistance between trapping arrangement separating spark gaps shall be inserted. and earth connection is not to exceed 0,02 Ohm. 6. Joints 4.2.1 Metal masts Standard commercial lightning conductor terminals or Discharge lines shall be provided in the form of a equivalent means are preferably to be used as connec- main line from the mast foot plus secondary ones from tors for the discharge lines. all chain plates to which shrouds or stays are fastened. Connecting devices as used for electrical installations are unsuitable because they will not withstand the Minimum cross sections: dynamic and thermal stresses to be expected from a – main line 25 mm2 lightning strike. – secondary line 20 mm2 Equally unsuitable are soft soldered joints, twist joints and ones with grub screws, plus joints connecting Non-metallic masts: different materials which because of elemental inter- With non-metallic masts, shrouds and stays have to be action might lead to corrosion. used as main discharge lines. The associated chain plates and any metal mast tracks for sail luffs shall be 7. Setting-up a lightning protection installation conductively linked to the earth connection. In view of the variety of possible versions, it is strongly recommended that the advice of an expert Minimum cross sections: firm be sought when setting-up a lightning protection – all discharge lines 16 mm2 installation. I - Part 3 Annex F A Notes and Tables Chapter 3 GL 2003 Page F–3

Table F.1 Anchors, anchor cables and lines of sailing craft and motorsailers

Equipment Weight of Anchor cable Towing line Deplacement numeral Nominal Nominal 3 4 Z D 1. anchor 2. anchor Length thickness 1 Length diameter 2 [m3] [t] [kg] [kg] [m] [mm] [m] [mm]

–– up to 0,15 2,5 –– –– –– 12 –– at 0,20 3,0 –– –– –– 12

–– at 0,30 3,5 –– –– –– 12 –– at 0,40 4,5 –– –– –– 12

–– at 0,50 5,0 –– –– –– 12 –– at 0,60 5,5 –– –– –– 14

–– at 0,75 6,5 –– –– –– 14

–– at 1,00 7,5 –– –– –– 5 LWL 14 –– at 1,50 8,7 –– –– –– 14 up to 10 at 2,00 10,5 9,0 22,5 6,0 16 at 15 at 3,00 12,0 10,0 24,0 6,0 18 at 20 at 4,00 13,0 10,5 25,0 6,0 18 at 25 at 5,00 13,5 11,0 26,0 7,0 18 at 30 at 6,00 15,0 13,0 27,0 7,0 18 at 40 at 8,00 17,0 15,0 29,0 8,0 20 at 55 at 12,00 21,0 18,0 32,5 8,0 22 at 70 at 17,00 25,0 21,0 36,0 9,0 22

at 90 at 23,00 29,0 25,0 40,0 10,0 4,75 LWL 22 at 110 at 29,00 34,5 29,0 43,0 10,0 24 at 130 at 36,00 40,0 34,0 47,0 11,0 24 at 155 at 44,00 46,5 40,0 52,5 13,0 24 4,5 L at 180 at 52,00 53,0 45,0 57,0 13,0 WL 24 at 210 at 57,00 62,0 53,0 62,0 13,0 26 at 245 at 72,00 73,5 62,0 68,0 14,0 26

at 280 at 84,00 84,0 71,0 74,0 16,0 4,25 LWL 26 at 300 at 100,00 95,0 81,0 78,0 16,0 26 Z Equipment numeral in accordance with Section 1, G.

1 Nominal thickness of round bar steel chain in accordance with DIN 766, ISO 4565, EN 24565. 2 3-strand hawser-lay polyamide line in accordance with DIN 83330. 3 May be reduced by 25 % if the craft in question operates exclusively on inland waterways (Operating Category V) where strong currents and high seas can be excluded. A stock anchor of 1,33 times the weight may be used. 4 Applies for one anchor in each case.

Chapter 3 Annex F A Notes and Tables I - Part 3 Page F–4 GL 2003

Table F.2 Anchors, anchor chains and lines of motor craft

Equipment Weight of Anchor cable Towing line Deplacement numeral Nominal Nominal 3 4 Z D 1. anchor 2. anchor Length thickness 1 Length diameter 2 [m3] [t] [kg] [kg] [m] [mm] [m] [mm]

–– up to 0,15 2,5 –– –– –– 12 –– at 0,20 3,0 –– –– –– 12

–– at 0,30 3,5 –– –– –– 12 –– at 0,40 4,5 –– –– –– 12

–– at 0,50 5,0 –– –– –– 12 –– at 0,60 5,5 –– –– –– 14 –– at 0,75 6,5 –– –– –– 14

–– at 1,00 7,5 –– –– –– 14 5 LWL –– at 1,50 8,7 –– –– –– 14 up to 10 at 2,00 9,0 –– 20,0 6,0 16 at 15 at 3,00 10,0 –– 22,0 6,0 18 at 20 at 4,00 11,0 –– 23,0 6,0 18 at 25 at 5,00 12,0 –– 24,0 6,0 18 at 30 at 6,00 13,0 –– 25,0 7,0 18 at 40 at 8,00 14,0 12,0 26,0 7,0 20 at 55 at 12,00 18,0 15,0 29,0 8,0 22 at 70 at 17,00 21,0 18,0 32,5 8,0 22

at 90 at 23,00 25,0 21,0 36,0 9,0 4,75 LWL 22 at 110 at 29,00 29,0 25,0 38,5 10,0 24 at 130 at 36,00 34,5 29,0 42,0 10,0 24 at 155 at 44,00 40,0 34,0 47,0 11,0 24 4,5 L at 180 at 52,00 46,0 39,0 51,0 13,0 WL 24 at 210 at 57,00 52,5 44,0 55,5 13,0 26 at 245 at 72,00 61,0 52,0 61,0 13,0 26

at 280 at 84,00 70,5 60,0 66,5 14,0 4,25 LWL 26 at 300 at 100,00 79,5 67,5 70,0 16,0 26 Z Equipment numeral in accordance with Section 1, G.

1 Nominal thickness of round bar steel chain in accordance with ISO 4565, EN 24565, DIN 766. 2 3-strand hawser-lay polyamide line in accordance with DIN 83330. 3 May be reduced by 25 % if the craft in question operates exclusively on inland waterways (Operating Category V) where strong currents and high seas can be excluded. A stock anchor of 1,33 times the weight may be used. 4 Applies for one anchor in each case.

I - Part 3 Annex F A Notes and Tables Chapter 3 GL 2003 Page F–5

Table F.3 Notes regarding the selection of synthetic fibre ropes

1. Characteristic values and trade names

Polyamid Polyester Polypropylene Material Letter symbol PA PES PP Trevira Poly Perlon Trade name Diolen Polyprop Nylon Terylene Hostalen Density [kg/dm3] 1,14 1,38 0,19 Elongation at break [%] 35 – 50 20 – 40 20 – 40 Melting point [°C] 225 – 250 260 163 – 174 Light toughness good very good good only if UV stabilised

2. Mechanical properties of 3-strand hawser-lay ropes

Polyamide ropes 1 Polyester ropes 2 Polypropylene ropes 3

Nominal Minimum Nominal Minimum Nominal Minimum diameter breaking 4 diameter breaking 4 diameter breaking 4 strength strength strength [mm] [kN] [mm] [kN] [mm] kN 6 7,35 6 5,80 6 5,90 8 13,20 8 10,50 8 10,40 10 20,40 10 16,80 10 15,30 12 29,40 12 24,00 12 21,70 14 40,20 14 33,70 14 29,90 16 52,00 16 43,40 16 37,00 18 65,70 18 54,80 18 47,20 20 81,40 20 68,20 20 56,90 22 98,00 22 82,00 22 68,20 24 118,00 24 98,50 24 79,70 26 137,00 26 115,50 26 92,20

1 In accordance with DIN 83330. 2 In accordance with DIN 83331. 3 In accordance with DIN 83332. 4 The minimum breaking strength is reduced by the following operational influences. – Splicing (approx. 10 %) – Solar radiation – Internal heating as a result of work – External heating due to friction (hawsepipe, capstan drum, etc.) – If lines are knotted, a 50 % loss of strength shall be taken into consideration. – Polyamide rope tractive power reduces by 10 – 15 % when wet. Care for synthetic fibre ropes calls for attention as follows: Stowage below deck, once at sea (solar radiation). Do not stow near heating appliances. From time to time inspect ropes carefully for internal and external defects. In heavily stressed lines, the material can be broken down by internal friction (heat), which may also become evident by pulverisation between the strands. Polyamide ropes may harden. Replace defective thimbles. Splice-in loose thimbles afresh and seize-in firmly.

Chapter 3 Annex F A Notes and Tables I - Part 3 Page F–6 GL 2003

1. Comments on Table F.4 Where determination of component dimensions gives figures other than whole or half millimetres, these may be rounded down up to 0,2/0,7 to whole or half millimetres; above 0,2/0,7 they shall be rounded up.

2. Section moduli The section moduli of frames, girders, stiffeners and other components based on sections, determined in accordance with the dimensioning precepts of the Construction Rules apply to the sections in combination with the plate to which they are welded or rivetted. For selection of the section required, the Tables of section moduli that follow may be used without specially determining the effective width of plate. The section moduli may only be used in conjunction with the GL Construction Rules. The section moduli listed are based on the assumption that the thickness of the load supporting plate is 40 ⋅ s (s = thickness of section web). The section dimensions stated only apply to angles in accordance with DIN 1028 and 1029, bulb angle bar in accordance with DIN 1020 and bulb plate in accordance with DIN 1019, delivered from German steel works. If other sections, not standardised in Ger- many, are used GL is to be provided with precise dimensions and section moduli of these. I - Part 3 Annex F A Notes and Tables Chapter 3 GL 2003 Page F–7

Table F.4 Section moduli with plate as flange

Section Sections with plate in [mm] Bracket modulus dimensions

[cm3] [mm]

5 50 x 5 40 x 20 x 4 60 x 4

40 x 25 x 4 6 50 x 6 65 x 4 50 x 30 x 3 7 60 x 5 50 x 7 45 x 30 x 4 8 60 x 6

50 x 30 x 4 80 x 4 9 45 x 30 x 5 65 x 6

10 50 x 40 x 4 60 x 8 50 x 30 x 5 60 x 4 80 x 5 11 60 x 30 x 4 65 x 7

75 x 6 12 60 x 5 65 x 8 13 50 x 40 x 5 90 x 5 60 x 30 x 5 60 x 6 14 75 x 7

80 x 7 15

16 60 x 40 x 5 75 x 8

60 x 30 x 7 75 x 9 19 60 x 40 x 6

20 100 x 6 80 x 5

21 60 x 50 x 5 75 x 10

22 60 x 40 x 7 80 x 6 90 x 8 23

Chapter 3 Annex F A Notes and Tables I - Part 3 Page F–8 GL 2003

Table F.4 Section moduli with plate as flange

Section Sections with plate in [mm] Bracket modulus dimensions

[cm3] [mm]

25 75 x 50 x 5 80 x 7 100 x 6,5

26 90 x 9

27 75 x 55 x 5 100 x 8

80 x 40 x 6 29 65 x 50 x 7 90 x 10

31 100 x 9 110 x 6,5

32 110 x 8 90 x 11 33

34 100 x 6

35 75 x 50 x 7 100 x 10

36 65 x 50 x 9 90 x 12 75 x 55 x 7 120 x 6,5 37 80 x 40 x 8 110 x 9

38 100 x 7 120 x 8

39 80 x 65 x 6 100 x 11

42 100 x 10 100 x 8 130 x 6,5

43 90 x 60 x 6

120 x 9 44 75 x 50 x 9

I - Part 3 Annex F B Notes and Tables Chapter 3 GL 2003 Page F–9

B. Example 1. Form F 146

Plans and Technical Data for Yachts and Small Craft Page: 1

To ensure compliance with the Rules the following drawings and documents are to be submitted in triplicate showing the arrangement and the scantlings of structural members

Project: Distribution 1.: 2.: 3.: Journal No.:

Hull Midship section, other sections and bulkheads Longitudinal section, shell Deck, superstructures and cabins Fuel and water tanks where integral with hull Machinery seatings Rudder blade with stock, trunk and bearings Propeller brackets Laminate construction 1 Material specification Welded connections Closures, details at GL-form F 434 2 Anchoring equipment Sailplan with details on standing rigging Drawings showing mast and main boom cross-sections, including details on section moduli and moments of inertia, materials, mast fittings, eye plates (including fittings for total fore and aft stays), terminals, turnbuckles, shackles, as far as serving for connection of standing rigging; details of hydraulic equipment, righting lever curve, displacement). Stability calculation or stability tests for vessels L < 10 m, inclining test for vessels L ≥ 10 m, tests of the turning-circle angle of heel for motor vessels L ≥ 10 m. Cooking appliances with open flame, materials, arrangement sketch General arrangement (for information only) one fold Lines plan (for information only), one fold

Germanischer Lloyd F 146 Chapter 3 Annex F B Notes and Tables I - Part 3 Page F–10 GL 2003

Plans and Technical Data for Yachts and Small Craft Page: 2

Machinery and Electrical Installations 3

Arrangement of propulsion plant Propeller shaft and sterntube Type, capacity and installation drawing of transverse thruster Plumbing installation and fuel systems Fuel and water tanks Type and drawing of anchor windlass 4 Type and drawing of steering gear scheme of hydraulic system Engine exhaust system Electrical installation on form F 145 Basic-circuit diagram of the electrical installation with indication of fuse rating currents and switch gear

Other particulars to be submitted:

Remarks: Additional information, however, may be required to define the structure and arrangements to the necessary detail. Where the hull scantlings are being determined by direct calculation rather than extracted from the published Rules, the calculations are to be submitted. The drawings must contain details on the main scantlings of the yacht, full details on its structure, equipment, scantlings of the hull structural elements and their materials.

Footnotes: 1 For FRP hulls the following materials are to be specified: Gelcoat, resin, fibre reinforcement materials, core materials of sandwich components and plywood of structural elements. Laminating process to be indicated. 2 It is advisable to have the closing condition examined at as early a state of construction as possible. 3 For motor yachts in service range I and II the rules for machinery installations of seagoing ships are applicable. 4 Required for anchor weights exceeding 50 kg.

Germanischer Lloyd F 146

I - Part 3 Annex G D Cabins and Accommodation Chapter 3 GL 2003 Page G–1

Annex G

Cabins and Accommodation

A. General – There shall be accommodation facilities in accordance with C. and stowage facilities for Pleasure craft for Operating Categories I, II and III personal effects, provisions and other shall be provided with cabins and accommodation for consumables commensurate with the duration of the protection of all on board. the voyage.

C. Accommodation B. Cabins Depending on the Operating Category, the required The required minimum size for a cabin is arrived at on facilities are listed in Table G.1. the basis of the following recommendation: – for each person on board there should be one bunk and one seat in the cabin. Minimum D. Ventilation dimension of a bunk: 1900 mm length, 500 mm Cabins and living spaces shall have adequate average width. ventilation. The necessary apertures shall be provided – The clear headroom in the after half of the cabin with suitable closures for the effective prevention of should be at least 1.50 m, but in Operating water penetrating into the hull. Category I the headroom should be at least Regarding machinery space ventilation see Section 3. 1,70 m.

Table G.1

Operating Categories

I II III

1. Lavatory, permanently fitted X X

2. Lavatory, permanently fitted or suitable container (bucket), permanently fitted X

3. A cooking devices Note: X X X Cooking devices shall be permanently fitted or semi-gimbal mounted. Specifications for heating- and cooking devices see Section 3, F.

4. Complete and permanently fitted galley Note: "galley" means, apart from a fixed sink, all parts and appliances needed for X X X the preparation of hot meals in a seaway in average weather. In Operating Category III, a tub or bucket for washing dishes will be sufficient in lieu of a permanently fitted sink.

I - Part 3 Annex H B Number of Persons and Freeboard Chapter 3 GL 2003 Page H–1

Annex H

Number of Persons and Freeboard

A. Permissible Number of Persons When calculating stability, the determined number of persons shall be taken as a minimum. This Table is to be viewed as a recommendation; deviation from it is therefore permitted where there are reasons for it.

Table H.1

Operating Category Requirements Comment

Minimum seat surface area per person V, IV, III width 0,50 m (1) depth 0,75 m 1

Beyond the requirements of Operating Category V – III: II and I (1) and (2) bunk and seat in the cabin

1 including footroom

(1) Supply of places and spaciousness are to be commensurate with the Operating Category and voyage duration. (2) Cabin and accommodation, see Annex G.

B. Freeboard When calculating freeboard, the determined value shall be taken as minimum freeboard. Tables are to be viewed as a recommendation; deviation from it is therefore permitted where there are reasons for it.

Table H.2

Minimum freeboard for open and partially decked craft 1 Comment Operation Category Requirement

V Fb =+ 0,15 0,15B [] m (1) (2) and (4) IV F0,150,20mb =+B []

1 In the case of open and partially decked craft the freeboard is the minimum distance between the flotation plane and the gunwale top edge or any opening in the shell without a watertight closure.

Chapter 3 Annex H B Number of Persons and Freeboard I - Part 3 Page H–2 GL 2003

Table H.3

Minimum freeboard for decked craft Comment Operation Category Requirement

IV – I F0,150,25mb =+B [ ] (3) and (4)

(1) In the case of outboard powered craft, the freeboard shall also be maintained when one person on board is near the outboard engine (attitude when starting the engine by hand) (2) The requirements when the craft is swamped in accordance with Section 5, A.11 shall be observed. (3) If operating exclusively in Operating Category V, decked craft may have freeboards as for open and partially decked craft. (4) Craft for operation in sheltered waters may on application be given a lower freeboard.